O-200-D

CONTINENTAL® AIRCRAFT ENGINE

INSTALLATION
AND
OPERATION
MANUAL

FAA APPROVED

Publication OI-2
©
2011 CONTINENTAL MOTORS, INC. AUG 2011
Supersedure Notice
This manual is a revision of the O-200-D and subsequent engine series Installation and Operation Manual released
in August 2009. The previous release of OI-2 is obsolete upon release of this revision.

Effective Changes for this Manual

0 ............ 31 August 2011

List of Effective Pages

Document Title: O-200-D & X Series Engine Installation & Operation Manual
Publication Number: OI-2 Initial Publication Date: 31 August 2011
Page Change Page Change Page Change Page Change
Cover............................ 0
A................................... 0
i-xii................................ 0
1-1 thru 1-8................... 0
2-1 thru 2-22................. 0
3-1 thru 3-18................. 0
4-1 thru 4-26................. 0
A-1 thru A-4.................. 0
B-1 thru B-10................ 0
C-1 thru C-20 ............... 0

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 O-200-D & X Series Engine Installation & Operation Manual

31 August 2011
Service Document and Technical References
Technical information in the service documents listed below relevant to the engine models
covered by this engine manual have been incorporated in this manual. The full content of active
Continental Motors service documents is available at http://continentalmotors.aero. Refer to
Section 1-3, “Contact Information” for Continental Motors web site details.

Service Document Subject Affected Chapter

M64-18, Turbocharger Field Conversion Engine Modification N/A
M72-17R1, Maximum Weight Difference Allowance Between E n g i n e A s s e m b l y a n d
N/A
Connecting Rods and Pistons in the Same Engine Overhaul
Cylinder Repair and
M73-13, Reaming and Bushing Rocker Shaft Bosses N/A
Overhaul
M75-6R1, Conversion of Engines From One Model to Another Engine Configuration N/A
M76-4, Installation Of Propeller Shaft Or Nose Oil Seals Oil Seal Replacement N/A
Engine Installation and Oil
M76-5R1, Remote Mounted Oil Coolers N/A
Servicing
Engine Maintenance and
M76-8, Intake Valve Change N/A
Overhaul
Fuel Pump and Camshaft
M76-15, Fuel Pumps N/A
Replacement
M77-19, Intake and Exhaust Rocker Arm Identification and
Engine Assembly N/A
Application
Fuel Pump Inspection and
M81-8R1, Fuel Pump Screen Restriction N/A
Parts Replacement
M81-25, Exhaust Flange to Cylinder Installation Procedures Engine Installation N/A
M86-9, Crankcase Modification Engine Overhaul N/A
M87-15, Alternator Ground Strap Alternator Replacement N/A
M88-9, Lightning Strikes Unscheduled Maintenance N/A
M88-10, Contaminated Fuels Unscheduled Maintenance 3&4
M89-7R1, Engine Operation after Cylinder Replacement and/or
Engine Operation-break-in 4
Major Overhaul
M89-9, Excessive Crankcase Pressure Unscheduled Maintenance 4
M89-18, EGT Recommendations EGT Leaning N/A
Magneto and Ignition
M90-9, New TCM Magneto and Harness Applications N/A
Harness Replacement
M90-13, Exhaust Valve Stem Corrosion/Erosion Inspection & Overhaul N/A
M90-17, Crankcase Inspection Criteria Inspection N/A
M91-4, Piston Identification and Piston Ring Application Bulletin Piston Replacement N/A
M91-9, Cam and Lifter Lubrication during Rebuild Overhaul N/A
M92-5, Precision Airmotive Corporation Mandatory Service C a r b u r e t o r Parts
N/A
Bulletin #MSA-1 Rev. 1 and MSA-2 Rev. 1 Replacement
M92-8, Application of 4-1/6" Diameter Cylinder Assemblies Cylinder Replacement N/A
M93-8, Rocker Arm to Rotocoil Clearance Rocker Arm Clearance N/A
M93-10, TCM Ignition Systems Service Bulletin 639 Inspection N/A
SIL93-11A, New Service Document Format Service Documents 1

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31 August 2011
 Service Document Subject Affected Chapter
MSB93-12, Valve Retainer Key Installation Inspection Inspection N/A
SIL93-14, CFC Compliance N/A N/A
SIL93-15, General Practices for Installation of Lock Wire, Tab
Standard Practices Appendix C
Washers, and Cotter Pins
CSB94-1, TCM Ignition CSB641 Magneto Coil N/A
SIL94-5, Mobil AV-1 Oil Authorized Lubricants N/A
MSB94-8C, Magneto to Engine Timing Service N/A
Carburetor Ve n t u r i
SID94-12, Precision Airmotive Corp. Service Bulletin MSA-7 N/A
Replacement
SB95-2, Inspection and Maintenance of Engine Control Cables
Inspection N/A
and Linkage
SB95-3B, Alternator/Generator Drive Couplings Inspection N/A
CSB95-4, Intake Valve Guide Seal Inspection N/A N/A
SIL95-5, Hose and Tubing Installation Hose and tubing installation Appendix C
CSB96-1, Starter Gear and Clutch Assembly, P/N 653575 Starter Replacement N/A
Engine Operation-Hot
SID96-6, TCM Ignition SB653 4
magneto Test
SB96-7C, Torque Limits fastener torque Appendix B
Crankshaft Removal &
MSB96-10, Requirements for Ultrasonic Inspection N/A
Replacement
SB96-11B, Propeller Strikes and Hydraulic Lock Scheduled Inspection N/A
SB96-12, Continued Airworthiness for TCM Cylinders Scheduled Inspection N/A
SIL97-1, Airworthiness Limitations Airworthiness Limitations N/A
SID97-2B, TCM Cylinder Warranties N/A N/A
SID97-4C, Cylinder Bore and Piston Fit Specifications Overhaul & Service Limits N/A
Engine Inspection &
SB97-6A, Mandatory Replacement Parts N/A
Assembly
CSB97-10A, Piston Pin Plug Wear Service Limits N/A
SIL97-14, Replacement Cylinder Assembly Cylinder Replacement N/A
SB97-15, TCM Ignition Service Bulletin SB660 N/A N/A
CSB98-1B, Intake and Exhaust Valve Inspection Service Limits N/A
Engine Specifications,
SIL98-9A, Time Between Overhaul Periods 2
Scheduled Maintenance
Engine preservation and
SIL99-1, Engine Preservation for Active and Stored Aircraft returning an engine to 3
service after storage
SIL99-2C, Current Listing of Sealants, Lubricants and Adhesives
Materials Throughout
Authorized by TCM
Fuel Injection system
SB99-8, Engine Fuel Injection System Preservation 3
storage
SB00-3A, Crankshaft, Counterweight and Connecting Rod
Repair Specifications N/A
Repair Information
SB00-4A, Australian AVGAS Contamination Inspection and Operation N/A
SIL00-7A, Oil Gauge Rod Application Oil Servicing N/A

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31 August 2011
Service Document Subject Affected Chapter
SIL00-9A, Engine Data Plates N/A N/A
SB00-10, Fuel Pump Seal Fuel Pump Installation N/A
SIL00-11B, Release of new Cylinder Induction Port Drain
Cylinder Assembly N/A
Connector
SB00-12, Service Publications for Rolls Royce Manufactured
Publication Responsibility N/A
Engines
SIL02-6A, Production Release of Optional Intake And Exhaust
Valve Replacement N/A
Valves
CSB02-8, TCM Ignition Systems CSB664 N/A N/A
SIL03-1, Cold Weather Operation – Engine Preheating Preheating procedures 4
SIL03-2B, Currently Active Approved Spark Plug Application Spark plugs 2
SIL03-3, Differential Pressure Test and Borescope Inspection Inspection Criteria N/A
SIL04-2, Cylinder Barrel Ultrasonic Inspection N/A N/A
CSB04-5A, TCM Ignition Systems CSB665A Magneto Service N/A
SB04-10, Piston Pin Marking Overhaul Repairs N/A
SB04-11, Valve Guide Application, Installation and Reaming Valve Guide Repairs N/A
SIL04-12, TCM Authorized Engine Adjustments, Component
Engine Specification N/A
Replacement and Repositioning
SID05-1, Design, Operation and Maintenance of TCM Camshafts
Inspection Criteria N/A
and Hydraulic Lifters
SB05-2, Overspeed Limitations Unscheduled Maintenance N/A
SIL05-3, Engine Specification Numbers Engine Specification 2
SB05-9, Slick Service Bulletin SB1-88B Magneto Inspection N/A
SB07-1, Connecting Rod Piston Pin Bushing Inspection Inspection N/A
SB07-8, Recommended Minimum RPM & Manifold Pressure
Engine Operation 4
Cruise Operations Limits
SB08-3, Throttle & Mixture Control Arms N/A 4
SB08-6, Precision Airmotive, LLC Mandatory Carburetor Service
Carburetor Inspection N/A
Bulletin MSA-13
SB08-7, Precision Airmotive, LLC Mandatory Carburetor Service
Carburetor Inspection N/A
Bulletin MSA-14
SB08-8, Slick Service Bulletin SB2-08 Magneto Inspection N/A
SB08-9A, Slick Service Bulletin SB3-08A Magneto Inspection N/A
Induction System
SB08-13, Induction System Hose and Clamp Installation Appendix C
Inspection & Assembly
SIL640, Service Document Format Service Documents Preface & 1
SB643B, Maintenance Intervals for TCM Bendix Magnetos Inspection & Operation N/A
SB653, Hot Magneto Test Inspection & Operation 3&4

O-200-D & X Series Engine Installation & Operation Manual iii

31 August 2011
Service Documents Released After Publication
Continental Motors strives to provide clear, concise, and accurate information and instructions
based on best known engineering data at the time of publication. Ongoing process improvements
may change a specification or procedure after a manual is released. Service documents, defined in
Chapter 1, expedite customer notification and serve as the prevailing instruction over conflicting
information until the new information is incorporated in the manual text. As service documents
are received, note the service document number, release date, title, and applicable section affected
by the service document in the blank cells below and insert a copy of the service document behind
the last page of this section. Make pen & ink corrections, where appropriate, to the original text in
the manual with a citation to the service document; i.e. see SB9X-1. For paragraphs or entire
sections, draw an “X” through the affected information in the manual and reference the service
document containing the correction.

Service Bulletins Release After This Manual

Bulletin Number: Release Date: / / Affected Sections:
Title:
Bulletin Number: Release Date: / / Affected Sections:
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Bulletin Number: Release Date: / / Affected Sections:
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Title:
Bulletin Number: Release Date: / / Affected Sections:
Title:
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Bulletin Number: Release Date: / / Affected Sections:
Title:

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 Service Bulletins Release After This Manual
Bulletin Number: Release Date: / / Affected Sections:
Title:
Bulletin Number: Release Date: / / Affected Sections:
Title:
Bulletin Number: Release Date: / / Affected Sections:
Title:
Bulletin Number: Release Date: / / Affected Sections:
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O-200-D & X Series Engine Installation & Operation Manual v

31 August 2011
 PREFACE
Continental Motors provides Instructions for Continued Airworthiness based on the design,
testing, and certification of engines and parts for which Continental Motors is the holder of the
Type Certificate (TC) or Parts Manufacture Approval (PMA) issued by the Federal Aviation
Administration (FAA). Instructions in Continental Motors engine manuals, which include
maintenance, repair limits, overhaul, and installation, are applicable only to engines and parts
supplied by Continental Motors.

O-200-D and subsequent model engines are developed and certified in compliance with Federal
Aviation Regulation (FAR) §33. Pursuant to FAR §43.13, each person performing maintenance,
alteration, or preventive maintenance on the engine or accessories must use methods, techniques,
and practices prescribed in the ICAs.

Except for FAR part 43.3 authorized owner preventive maintenance, Continental Motors ICAs are
written for exclusive use by FAA (or equivalent authority) licensed mechanics or FAA (or
equivalent authority) certified repair station employees working under the supervision of an FAA
licensed mechanic. Information and instructions contained in this manual anticipate the user
possesses and applies the knowledge, training, and experience commensurate with the
requirements to meet the prerequisite FAA license and certification requirements. No other use is
authorized.

Installation of aftermarket parts on a Continental Motors engine constitutes a deviation from FAA
approved type-design criteria. Continental Motors has not participated in design, test, or
certification of any aftermarket parts. Continental Motors does not provide product manufacturing
specifications to aftermarket parts manufacturers and accepts no liability for the suitability,
durability, longevity, or safety of such parts installed on Continental Motors engines. Installation
of aftermarket parts on a Continental Motors engine must be performed using Instructions for
Continued Airworthiness prepared by the manufacturer and accepted by the FAA for the subject
installation. Continental Motors ICAs must not be used for such parts.

Service documents may contain general information or information specific to a group of engines
or be in effect for a limited time frame. Service Documents may also contain advance changes to
the ICAs. It is the responsibility of the organization/person maintaining or operating the engine to
verify that current and complete information, including Service Documents, FAA Airworthiness
Directives (ADs), and publications are used.

To facilitate the use of current data, Continental Motors provides information on the Continental
Motors web site. The information available includes a listing of the latest manual versions,
service documents, FAA ADs, and other information applicable to the ICAs.

Manuals published since 2003 are available on the Continental Motors web site to Fixed Base
Operators (FBOs) who subscribe to Continental Motors Internet Services. Information available
to Continental Motors engine owners is also available to FBOs. Printed manuals and service
subscriptions are also available. Refer to “Publication Access” in Section 1-2.3.

vi O-200-D & X Series Engine Installation & Operation Manual

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 TABLE OF CONTENTS

Chapter 1. Introduction
1-1. Scope and Purpose of This Manual ................................................................. 1-1
1-1.1. Advisories .................................................................................................................... 1-1
1-1.2. Using this Manual ........................................................................................................ 1-1
1-2. Publications...................................................................................................... 1-3
1-2.1. Service Documents ...................................................................................................... 1-3
1-2.2. Related Publications..................................................................................................... 1-4
1-2.3. Publication Access ....................................................................................................... 1-5
1-2.4. Publication Changes..................................................................................................... 1-5
1-2.4.1. Update/Change Distribution .............................................................................. 1-5
1-2.4.2. Suggestions and Corrections ............................................................................. 1-7
1-3. Contact Information ......................................................................................... 1-8

Chapter 2. Engine Description

2-1. General Engine Description............................................................................. 2-1
2-1.1. Engine Model Number Definition ............................................................................... 2-2
2-1.2. Cylinder Number Designations.................................................................................... 2-2
2-2. Detailed Engine Description ............................................................................ 2-3
2-2.1. Crankcase ..................................................................................................................... 2-3
2-2.2. Engine Drive Train....................................................................................................... 2-4
2-2.2.1. Crankshaft.......................................................................................................... 2-5
2-2.2.2. Connecting Rods................................................................................................ 2-5
2-2.2.3. Camshaft ........................................................................................................... 2-6
2-2.3. Accessory Case ............................................................................................................ 2-7
2-2.4. Cylinders ...................................................................................................................... 2-7
2-2.4.1. Pistons................................................................................................................ 2-9
2-2.4.2. Hydraulic Valve Tappets ................................................................................... 2-9
2-2.5. Lubrication System .................................................................................................... 2-10
2-2.5.1. Oil Pump.......................................................................................................... 2-10
2-2.5.2. Oil Sump.......................................................................................................... 2-11
2-2.5.3. Oil Pressure Relief Valve ................................................................................ 2-11
2-2.5.4. Oil Cooler Adapter .......................................................................................... 2-12
2-2.6. Ignition System .......................................................................................................... 2-12
2-2.7. Starter Assembly ........................................................................................................ 2-14
2-2.8. Alternator ................................................................................................................... 2-14
2-2.9. Engine Cooling .......................................................................................................... 2-14
2-2.10. Fuel System................................................................................................................ 2-15
2-2.11. Induction System........................................................................................................ 2-15
2-3. Engine Specifications .................................................................................... 2-16
2-3.1. Accessory Drive Ratios.............................................................................................. 2-20
2-3.2. Performance Data....................................................................................................... 2-20
2-3.2.1. O-200-D & X Performance Charts .................................................................. 2-21

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 Chapter 3.Engine Installation
3-1. Engine Installation ........................................................................................... 3-1
3-1.1. Common Tools and Consumable Supplies Required .................................................. 3-1
3-1.2. Engine Receipt and Handling ...................................................................................... 3-1
3-1.2.1. Uncrating the Engine......................................................................................... 3-1
3-1.2.2. Crating an Engine for Shipping......................................................................... 3-2
3-1.2.3. Acceptance Inspection....................................................................................... 3-2
3-1.3. Engine Transport.......................................................................................................... 3-2
3-2. Installation Procedures..................................................................................... 3-3
3-2.1. Prepare the Airframe for Engine Installation............................................................... 3-3
3-2.2. Prepare the Engine for Installation .............................................................................. 3-3
3-2.3. Installation Sequence ................................................................................................... 3-4
3-2.3.1. Engine Pre-oiling............................................................................................... 3-6
3-2.3.2. Fuel Purge and Leak Check............................................................................... 3-7
3-2.4. Installation Inspection.................................................................................................. 3-7
3-2.5. Preflight and Run-up.................................................................................................... 3-8
3-3. Engine Installation Drawings .......................................................................... 3-9

Chapter 4. Engine Operation

4-1. Introduction...................................................................................................... 4-1
4-2. Flight Prerequisites .......................................................................................... 4-1
4-2.1. Oil Change Interval...................................................................................................... 4-2
4-2.2. Engine Fuel Requirements........................................................................................... 4-2
4-2.3. Flight Check and Break-In........................................................................................... 4-3
4-2.3.1. Engine Break-In ................................................................................................ 4-3
4-2.3.2. Flight Check ...................................................................................................... 4-4
4-3. Normal Operation ............................................................................................ 4-5
4-3.1. Pre-operational Requirements...................................................................................... 4-5
4-3.2. Engine Start.................................................................................................................. 4-6
4-3.2.1. Cold Start........................................................................................................... 4-7
4-3.2.2. Flooded Engine.................................................................................................. 4-7
4-3.2.3. Hot Start ............................................................................................................ 4-8
4-3.3. Ground Run-up ............................................................................................................ 4-8
4-3.4. Taxi Preparation ......................................................................................................... 4-10
4-3.5. Power Control ............................................................................................................ 4-10
4-3.6. Take-Off ..................................................................................................................... 4-10
4-3.7. Cruise Climb .............................................................................................................. 4-11
4-3.8. Cruise ......................................................................................................................... 4-11
4-3.9. Descent....................................................................................................................... 4-12
4-3.10. Landing ...................................................................................................................... 4-12
4-3.11. Engine Shutdown....................................................................................................... 4-12
4-4. Emergency Operation .................................................................................... 4-14
4-4.1. Engine Fire during Start............................................................................................. 4-14
4-4.2. Engine Roughness...................................................................................................... 4-14
4-4.3. Engine Overspeed ...................................................................................................... 4-15
4-4.3.1. Category I Overspeed ...................................................................................... 4-15
4-4.3.2. Category II Overspeed..................................................................................... 4-15

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 4-4.3.3. Category III Overspeed Inspection.................................................................. 4-15
4-4.4. High Cylinder Head Temperature .............................................................................. 4-15
4-4.5. High Oil Temperature ................................................................................................ 4-16
4-4.6. Low Oil Pressure........................................................................................................ 4-16
4-4.7. In-Flight Restart ......................................................................................................... 4-16
4-4.8. Engine Fire In Flight .................................................................................................. 4-17
4-5. Engine Operation in Abnormal Environments .............................................. 4-17
4-5.1. Engine Operation in Extreme Cold ............................................................................ 4-18
4-5.1.1. Engine Preheating............................................................................................ 4-19
4-5.2. Engine Operation in Hot Weather .............................................................................. 4-23
4-5.2.1. Cooling an Engine in Hot Weather.................................................................. 4-23
4-5.2.2. Engine Restart in Hot Weather ........................................................................ 4-24
4-5.2.3. Ground Operation in Hot Weather .................................................................. 4-24
4-5.2.4. Take-off and Initial Climb Out in Hot Weather .............................................. 4-24
4-5.3. Ground Operation at High Density Altitude .............................................................. 4-25

Appendix A. Glossary
A-1. Acronyms........................................................................................................ A-1
A-2. Glossary .......................................................................................................... A-2

Appendix B.Torque Specifications

B-1. General Information......................................................................................... B-1
B-1.1. Torque Tips ................................................................................................................. B-1
B-2. Cylinder Torque Procedure .............................................................................. B-2
B-3. Torque Wrench and Extension Calculations .................................................... B-3

Appendix C.Standard Practices

C-1. Handling Parts.................................................................................................. C-1
C-2. Replacement Parts............................................................................................ C-2
C-2.1. Background ................................................................................................................. C-2
C-2.2. Acceptable Replacement Parts.................................................................................... C-2
C-2.2.1. Know Your Supplier......................................................................................... C-3
C-2.3. 100% Parts Replacement Requirements ..................................................................... C-3
C-2.4. Mandatory Overhaul Replacement Parts .................................................................... C-4
C-2.5. Authorized Oversize/Undersize Parts ......................................................................... C-4
C-3. Torque .............................................................................................................. C-4
C-4. Safety Wiring Hardware .................................................................................. C-5
C-5. Tab Washer Installation.................................................................................... C-7
C-6. Helical Coil Insert Replacement ...................................................................... C-8
C-6.1. Helical Coil Removal.................................................................................................. C-9
C-6.2. Helical Coil Insertion ................................................................................................ C-10
C-7. Stud Replacement .......................................................................................... C-11

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 C-7.1. Stud Removal............................................................................................................. C-11
C-7.1.1. Size-on-Size Rosan® Stud Removal...............................................................C-11
C-7.1.2. Step-Type Rosan® Stud Removal...................................................................C-12
C-7.2. Stud Installation ......................................................................................................... C-13
C-7.2.1. Rosan® Stud Installation.................................................................................C-14
C-8. Cotter Pin Installation .................................................................................... C-15
C-9. Fuel System Service ...................................................................................... C-16
C-9.1. Fuel System Purge ..................................................................................................... C-16
C-10. Gasket Maker® Application.......................................................................... C-17
C-11. Gasket Installation ......................................................................................... C-18
C-12. Hose and Tubing Installation......................................................................... C-19
C-13. Harness Routing............................................................................................. C-20

LIST OF TABLES

Table 1-1. Related Publications .................................................................................... 1-4

Table 2-1. O-200-D Specifications .............................................................................. 2-16
Table 2-2. O-200-X Specifications .............................................................................. 2-18
Table 2-3. Accessory Drive Ratios .............................................................................. 2-20
Table 4-1. Overspeed Categories ................................................................................. 4-15
Table B-1. General Torque Specification .......................................................................B-5
Table B-3. Hose Fitting (“B” Nut) Torque Specification ...............................................B-6
Table B-2. Tube Fitting Torque Specifications ..............................................................B-6
Table B-4. Component Specific Torque Specifications .................................................B-7
Table B-5. Specific Torque for Non-Lubricated Hardware ............................................B-9
Table C-1. Rosan® Stud Primary & Secondary Bore Specifications ..........................C-12

LIST OF ILLUSTRATIONS

Figure 1-1. Figure and Index Reference ................................................................... 1-2

Figure 1-2. Change Page Identification .................................................................... 1-6
Figure 1-3. List of Effective Pages ........................................................................... 1-7
Figure 2-1. Engine Features ..................................................................................... 2-1
Figure 2-2. Engine Model Definition ....................................................................... 2-2
Figure 2-3. Cylinder Number Designation ............................................................... 2-2
Figure 2-4. Crankcase Features ................................................................................ 2-3
Figure 2-5. Engine Drive Train ................................................................................ 2-4
Figure 2-6. Crankshaft .............................................................................................. 2-5
Figure 2-7. Connecting Rod ..................................................................................... 2-6
Figure 2-8. Camshaft ................................................................................................ 2-6
Figure 2-9. Accessory Case Features ....................................................................... 2-7
Figure 2-10. Cylinder Features ................................................................................... 2-8
Figure 2-11. Piston Features ....................................................................................... 2-9

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 Figure 2-12. Lubrication Schematic ......................................................................... 2-10
Figure 2-13. Oil Pump .............................................................................................. 2-11
Figure 2-14. Oil Cooler Adapter Footprint ............................................................... 2-12
Figure 2-15. Magneto Part Number Structure .......................................................... 2-13
Figure 2-16. Ignition Harness Distribution .............................................................. 2-14
Figure 2-17. Engine Cooling .................................................................................... 2-15
Figure 2-18. Fuel Flow vs. Brake Horsepower ........................................................ 2-21
Figure 2-19. Sea Level Performance ........................................................................ 2-22
Figure 3-1. Engine Top View ................................................................................... 3-9
Figure 3-2. Engine Side View ................................................................................ 3-10
Figure 3-3. Engine Rear View ................................................................................ 3-11
Figure 3-4. Engine Front View ............................................................................... 3-12
Figure 3-5. Propeller Flange ................................................................................... 3-13
Figure 3-6. Exhaust Flange Dimensions ................................................................. 3-13
Figure 3-7. 60 Amp Alternator Detail .................................................................... 3-14
Figure 3-8. 50 Amp Alternator Detail .................................................................... 3-14
Figure 3-9. Engine Mounts ..................................................................................... 3-15
Figure 3-10. Starter Connection Details ................................................................... 3-16
Figure 3-11. Ignition Distribution ............................................................................ 3-16
Figure 3-12. Airframe Ignition Switch Connections to Magneto ............................. 3-17
Figure B-1. Torque Wrench ......................................................................................B-3
Figure B-2. Drive extensions ....................................................................................B-3
Figure B-3. Extension increases applied torque ........................................................B-4
Figure B-4. Extension decreases applied torque .......................................................B-4
Figure C-1. Right-hand-thread safety wire installation .............................................C-5
Figure C-2. Safety wire Patterns for Right-Hand Threads ........................................C-6
Figure C-3. Tab Washer Installation .........................................................................C-7
Figure C-4. Helical Coil Extraction Tool ..................................................................C-9
Figure C-5. Installing a Helical Coil Insert .............................................................C-10
Figure C-6. Rosan® Stud Removal Tool ................................................................C-12
Figure C-7. Rosan® stud removal tool installed on stud ........................................C-12
Figure C-8. Stud Sizes .............................................................................................C-13
Figure C-9. Minimum Material Thickness for Helical Coil insertion .....................C-14
Figure C-10. Rosan® Stud Installation Dimensions .................................................C-14
Figure C-11. Cotter Pin Installation ..........................................................................C-15
Figure C-12. Installing Hoses and Fittings ................................................................C-19

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 Intentionally Left Blank

xii O-200-D & X Series Engine Installation & Operation Manual

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 Introduction
Chapter 1. Introduction
1-1. Scope and Purpose of This Manual
This manual is part of the interface control document for O-200-D and X Model engines,
manufactured by Continental Motors. This manual provides airframe interface
requirements, installation instructions and engine operating instructions.

Instructions in this manual are specific to the O-200-D and X engines. For information
specific to other Continental Motors engine series, including the O-200-A, B & C model
engines, engine accessories, or the airplane, refer to the appropriate manual. Chapters are
arranged in sequential order to install, test, and operate the engine.

The detailed engine description can be found in Chapter 2. Chapter 3 contains detailed
engine installation instructions and engine installation Drawings. Chapter 4 provides
supplemental information for the airplane flight manual (AFM) or pilot operating
handbook (POH) in regards to specific engine operating procedures.

1-1.1. Advisories
This manual utilizes three types of advisories; defined as follows:

WARNING
A warning emphasizes information which, if disregarded, could
result in severe injury to personnel or equipment failure.
CAUTION: Emphasizes certain information or instructions, which if
disregarded, may result in damage to the engine or accessories.
NOTE: Provides special interest information, which may facilitate
performance of a procedure or operation of equipment.
Warnings and cautions precede the steps to which they apply; notes are placed in the
manner which provides the greatest clarity. Warnings, cautions, and notes do not impose
undue restrictions. Failure to heed advisories will likely result in the undesirable or unsafe
conditions the advisory was intended to prevent. Advisories are inserted to ensure
maximum safety, efficiency, and performance. Abuse, misuse, or neglect of equipment can
cause eventual engine malfunction or failure.

1-1.2. Using this Manual

Except for the engine installation drawings, illustrations in this manual are for reference
only, depicting the most prominent configuration in the engine series. When significant
variations exist between engine models, separate instructions are prepared for each model.
Consult the illustrated parts breakdown on the Continental Motors web site for your
specific engine model and each subsystem.

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Introduction
WARNING
Continental Motors Instructions for Continued Airworthiness
are applicable only to Continental Motors engines conforming
to the approved, type certified engine model configuration. Do
not use Continental Motors ICAs for aftermarket parts.
This manual and the accessory manuals listed in Table 1-1 and certain service documents,
and other related publications constitute the Instructions for Continued Airworthiness
(ICAs) prepared by Continental Motors and accepted by the Federal Aviation
Administration (FAA). This manual is prepared in a user-friendly format suited equally for
electronic viewing and print.

Exploded assembly illustrations accompany instructions throughout the manual. Parts in

illustrations (Figure 1-1) are identified with numerical callouts (indexes). Corresponding
parts listings follow the illustrations for reference. The first time instructions refer to an
illustration, the figure number is identified in parentheses, followed by the callout. In
subsequent parts references, only the callout will be specified unless the referenced
illustration changes.

Figure 1-1. Figure and Index Reference

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 Introduction
1-2. Publications
1-2.1. Service Documents
Continental Motors may issue Service Documents in one of six categories ranging from mandatory
(Category 1) to informational (Category 6). Definitions of the categories are listed below:

NOTE: Upon FAA approval, Continental Motors publishes service

documents for immediate availability on our web site. The service
document cover page indicates the engine models affected by the service
document. Service documents may alter or replace manufacturer’s ICAs.
Insert a copy of applicable Service Documents in affected manuals until
the service document instructions are incorporated in the manual, or the
service document is cancelled or superseded.
Category 1: Mandatory Service Bulletin (MSB)
Used to identify and correct a known or suspected safety hazard which has been incorporated in whole or in
part into an Airworthiness Directive (AD) issued by the FAA or have been issued at the direction of the FAA
by the manufacturer requiring compliance with an already-issued AD (or an equivalent issued by another
country’s airworthiness authority). May contain updates to Instructions for Continued Airworthiness (ICAs)
to address a safety issue.
Category 2: Critical Service Bulletin (CSB)
This category identifies a condition that threatens continued safe operation of an aircraft, persons or property
on the ground unless some specific action (inspection, repair, replacement, etc.) is taken by the owner or
operator. Documents in this category are candidates for incorporation into an FAA Airworthiness Directive.
May contain updates to ICAs to address a safety issue.
Category 3: Service Bulletin (SB)
Information which the product manufacturer believes may improve the inherent safety of an aircraft or
aircraft component; this category includes the most recent updates to ICAs.
Category 4: Service Information Directive (SID)
The manufacturer directs the owner/operator/mechanic in the use of a product to enhance safety,
maintenance or economy. May contain updates to ICAs in the form of maintenance procedures or
specifications.
Category 5: Service Information Letter (SIL)
This category includes all information (not included in categories 1 through 4) that may be useful to the
owner/operator/technician. May contain updates to ICAs for optional component installations, which are not
covered in the Applicable Operator, Maintenance, or Overhaul Manuals.
Category 6: Special Service Instruction (SSI)
This category is used to address an issue limited to specific model and/or serial number engines. We will
distribute SSI notification directly to the affected engine’s owners. SSIs will not be included in the general
service document set but will be made available through our Customer Service Department to owners of the
affected engines only. An SSI may update the applicable engine’s Instructions for Continued Airworthiness.

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Introduction
1-2.2. Related Publications
The table below lists related publications, source, and accessibility relevant to O-200-D
and X model engine installation, operation, maintenance & overhaul.

WARNING
Use only the latest revision of all publications. Using superseded
information may jeopardize engine airworthiness.

Table 1-1. Related Publications

Printed
Manual
Supplied Available Available
With download at for
Publication Engine web site1 Purchase
O-200-D & X Engine Maintenance and Overhaul Manual (M-2) Yes Yes Yes
S-20/S-200 Magneto Service Manual (X42002) Yes Yes Yes
Illustrated Parts Catalog No No (view only) No
Service Documents No Yes Yes
1. Our web site (http://continentalmotors.aero) provides 24-hour access to engine technical data via the Internet. If you are an internet
service subscriber, you can access our web site to confirm and review the latest revision of this manual. If you have not subscribed to
internet service and are using printed manuals, contact using the “Contact Information” in Section 1-3 to confirm you have the latest
revision of the manual.

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 Introduction
1-2.3. Publication Access
Contact an authorized Continental Motors distributor to discuss service subscription
options and pricing or visit the Continental Motors web site. Printed technical publications
may be ordered through authorized Continental Motors distributors or via the Internet at
http://continentalmotors.aero.
1-2.4. Publication Changes
The instructions in this manual represent the best and most complete information available
at the time of publication. Product or process improvements may trigger changes to
existing product design specifications or procedures contained in publications. As new
technical information becomes available, Continental Motors will make the information
available to the customer.

WARNING
New information may be contained in Continental Motors
service documents. Service documents applicable to engines
and accessories within the scope of this manual must be
complied with as if they were contained in this document. This
manual and other related publications noted herein constitute
the Instructions for Continued Airworthiness (ICAs) prepared
by Continental Motors and accepted by the Federal Aviation
Administration (FAA).
Continental Motors releases publication changes in the form of either change pages or
complete publication revisions, depending upon the extent of change. Service Documents
may supplement or replace technical information contained in one publication or an entire
series of publications. Such Service Documents represent a change to the published ICA
until the individual publications incorporate the latest technical information.

1-2.4.1. Update/Change Distribution

Document updates are available on our web site upon notification of FAA document
approval.Printed publication subscribers receive printed changes and revisions as they are
released.
Document revisions are released if the update changes more than 50% of the contents of a
publication. Revisions replace the previous version of a publication from cover to cover.
Minor corrections are released as change pages to the original publication, identified with
a change number and effective change date in the page footer. Information on the page that
changed from the previous edition is identified by a vertical, six-point black line (Figure
1-2), referred to as a “change bar” in the outside margin of the page. A change page
replaces only the previous edition of the affected page.

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Introduction

Change Bar

Change
Change
Date
Number

Figure 1-2. Change Page Identification

Page A of the manual contains the original publication date and an itemized list of changes
issued for the technical manual (Figure 1-3). If change pages are issued for the manual, the
change will be identified, with an effective date under the heading “Effective Changes for
This Manual” on Page A. The list of effective pages, itemizes the pages in each section, by
change number. Original pages are designated by a 0 in the List of Effective Pages
“Change” column.

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 Introduction

Effective Manual
Changes and
Change Dates

Itemized List
of Effective
Pages

Figure 1-3. List of Effective Pages

1-2.4.2. Suggestions and Corrections
Continental Motors solicits and encourages user comments regarding suggested changes
to this manual. Direct recommended changes or questions to the attention of
“Publications” at the address listed in Section 1-3 or you can send comments via email to
CM.techpubs@continental.aero.

Notify Continental Motors Customer Service immediately, using our toll-free number, if
you discover incorrect information which adversely affects safety.

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Introduction
1-3. Contact Information
Continental Motors is available to answer technical questions and encourages suggestions
regarding products, parts, or service. If customers have an inquiry or require technical
assistance, they should contact their local Continental Motors distributor or field
representative. To contact a factory representative, refer to the contact information below:
Continental Motors, Inc.
P. O. Box 90
Mobile, AL 36601

Customer Service:
Toll free within the Continental United States: 1-888-826-5465
International: 1-251-438-8299

Internet: http://continentalmotors.aero.

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 Engine Description
Chapter 2. Engine Description
2-1. General Engine Description
O-200-D and X model engines are four-cylinder, four-stroke reciprocating aircraft
engines, designed for fixed pitch, ground adjustable, or electric constant speed propellers.
Cylinder displacement of 200 cubic inches is achieved with a 4.06 inch bore and a 3.88
inch stroke. O-200 series engines are equipped with carburetors and an updraft induction
system.
The engines are designed with a wet sump, positive displacement oil pump installed in the
accessory case. When properly maintained, under normal operating conditions, the desired
oil pressure is maintained by a pressure relief valve located in the accessory case. Engine
cranking is accomplished by a geared starter mounted on the accessory case.
A gear driven alternator is installed on the accessory case. The engine is equipped with
two gear-driven magnetos. The downdraft exhaust system is supplied by the airframe
manufacturer.
O-200 series engines have six bolt propeller flanges.

Figure 2-1. Engine Features

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Engine Description
2-1.1. Engine Model Number Definition
The description of each alphanumeric character in the engine model number is given
below for the example engine model number O-200-D1B (Figure 2-2).

O - 200 - D 1 B
Shipping Designation
Specification Number
Model Identifier
Cubic Inch Displacement (nominal)
Horizontally Opposed Cylinders

Figure 2-2. Engine Model Definition

2-1.2. Cylinder Number Designations
Refer to Figure 2-3:
• The front of the engine is the end closest to the propeller and the rear of the engine is
the accessory end.
• Viewed from the rear of the engine, the left-side cylinders are designated by even num-
bers 2-4, with Cylinder 2 being closest to the rear.
• The right side cylinders have odd number sequential designation 1-3, with Cylinder 1
being closest to the rear.
• Firing order of the engine is 1-3-2-4.

4
3
2 1

Figure 2-3. Cylinder Number Designation

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 Engine Description
2-2. Detailed Engine Description
2-2.1. Crankcase
Two aluminum alloy castings are joined along the vertical center plane to form the
crankcase. The individual castings (with studs and inserts) are referred to as the "left
crankcase" and "right crankcase." The crankcase provides a tight enclosure, sufficiently
rigid to support the crankshaft, camshaft and bearings, with oil galleries for lubrication.
Upper and lower flanges are attached by fourteen hex head screws, washers, and plain
nuts, two of which attach the engine lifting eye to the upper flanges. Each casting has two
machined cylinder mount pads. Cylinder openings in pads on the two sides of the case are
offset to align with the connecting rod journal for each piston. Cylinder pads and case
webs are stiffened by integral ribs cast in the crankcase. A counterbore around the
crankshaft opening in the front of the case receives the crankshaft oil seal. A groove at
each end of the front main bearing boss accommodates thrusts washers.
Seats for precision steel-backed crankshaft main bearing inserts are line bored through
web bosses, camshaft bearings are bored directly in the case metal. Bearings are divided
equally by the parting surface, camshaft bearings being directly below the main bearings.
Crankcase halves are retained by through studs installed in the bosses above and below the
front and rear main bearings, two through bolts installed in lieu of two through studs at the
center bearing bosses and one through stud below the rear camshaft bearing. In addition to
the through studs or through bolts, cylinder mount pads have short studs to secure the
cylinder to the crankcase.

2-4 OR L/H
CRANKCASE HALF INTERMEDIATE
CRANKSHAFT BEARING BORE
BACKBONE

CRANKSHAFT NOSE
SEAL LAND

REAR CRANKSHFT
BEARING BORE

Cyl #2 Cyl #4
FRONT
TAPPET
CRANKSHAFT
GUIDES
BEARING BORE

ACCESSORY CASE
MOUNT FLANGE
TAPPET
GUIDES CAMSHAFT
CAMSHAFT BEARING BORE
OIL SUMP BEARING BORE SPINE BELOW
MOUNT FLANGE CAMSHAFT

Figure 2-4. Crankcase Features

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Engine Description
An enlargement of each casting's lower parting flange at the front end forms half of a boss
which is machined and studded to make a mount pad for a vacuum pump. A semicircular
flange at the rear of the crankcase bottom surface is machined flat and studded to form the
front half of the oil sump mount pad.
Two studs driven into bosses at the lower parting flanges are used to attach the intake
manifold. The crankcase breather elbow is screwed into a tapped boss forward of No. 3
cylinder. An upper and a lower arm at the rear of each case casting affords an engine
mounting point. The arm bosses of the crankcases are bored through and counterbored for
mount bushing assemblies. The flange surrounding the rear end of the crankcase is
machined flat and studded to attach the accessory case. The studded fuel pump mount pad
on the 1-3 side of the crankcase is a legacy feature which is no longer used. The pad is
supplied with a cover.
2-2.2. Engine Drive Train
The engine drive train consists of the crankshaft, camshaft and drive gears.

Crankshaft

Starter

Camshaft
Oil Pump
Driven Gear

Camshaft Gear

Oil Pump Drive Gear

Alternator

Figure 2-5. Engine Drive Train

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 Engine Description
2-2.2.1. Crankshaft
The crankshaft is an aircraft quality steel forging with three machined, main journals
supported by precision-bearing inserts in each of the three bearing saddles machined in the
crankcase. Four machined rod journals provide attachment of the connecting rod
assemblies. The crankshaft gear is indexed on the crankshaft by a dowel and secured by
machined bolts. A split neoprene oil seal over the crankshaft flange is seated between the
crankcase castings in the front shaft exit area, and is sealed to the crankshaft by a helical
spring inside the seal's cavity.
Crankshafts are center bored for weight reduction. The front bore runs out at the front
crank cheek and the rear end bore at the rear crunched. Oil holes are drilled through solid
cheeks from the center journal to crankpins.
The crankshafts have a unique propeller flange with six through holes equally spaced
around a four inch pitch circle diameter. The propeller is clamped between the steel hub
flange and a loose steel flange in front by six bolts and nuts. The flange type crankshaft
has a propeller mount flange forged on the front end with six tapped holes in the flange.
Six bolts, screwed into the propeller flange, clamp the propeller between a loose front
flange and the propeller flange. The loose front flange and the six bolts are not supplied as
part of the engine.
The crankshaft gear is piloted on the small rear flange of the crankshaft and aligned by the
crankshaft dowel, retained by four screws. The space between two adjacent punch marked
gear teeth points to the camshaft when No. 1 crankpin is at TDC. A cluster gear is driven
by the starter pinion

ROD JOURNAL
CRANKSHAFT
FLANGE

OIL
PASSAGE #3 #2 OIL
PASSAGE

#4
#1
MIDDLE MAIN
JOURNAL
FRONT MAIN REAR MAIN
JOURNAL JOURNAL
ROD JOURNAL ROD JOURNAL

Figure 2-6. Crankshaft

2-2.2.2. Connecting Rods
The connecting rods halves are machined from a single forging of aircraft quality steel and
cut into two pieces, splitting the center of the larger opening of the connecting rod
assembly. The resulting pieces, called the rod and cap are fitted with a two piece bearing
and attach to the crankpin or rod journal with special bolts and nuts.

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Engine Description
The portion of the rod between the rod and the crankpin and piston pin ends is called the
“I” beam. A split steel-backed bronze bushing is pressed into the piston pin end and
machined for a precision pin-to-bushing fit. Weight variations between opposing
crankshaft positions is limited to ½ ounce (14.175 grams).

NOTE: Some older models use castellated nut with cotter pin
BRONZE BUSHING

CONNECTING ROD SPIRAL LOCK NUT

CONNECTING ROD
CAP

ROD BOLT SHELL

BEARING

Figure 2-7. Connecting Rod

2-2.2.3. Camshaft
The camshaft forging is machined on three main journals, six cam lobes and the gear
mount flange at the rear of the camshaft. The lobes and journals are ground and hardened.
Camshaft main journals are supported in the crankcase by machined bearing saddles.
Hydraulic tappets move inward and outward in their bores, following the eccentric shape
of the cam lobes. Four unequally spaced bolts secure the gear to the camshaft and ensure
proper positioning, locating the gears' timing mark in relation to the cam lobes. The
camshaft gear has internal teeth to drive the alternator. A front-mounted bevel gear drives
the accessory drive bevel gear. The camshaft is hollow to reduce total engine weight.

FRONT REAR

#4 EXH #3 & 4 #3 EXH #2 EXH #1 & 2 #1 EXH

INTAKE INTAKE

M/J C/L C/L C/L M/J C/L C/L C/L M/J

M/J - MAIN JOURNAL

Figure 2-8. Camshaft

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 Engine Description
2-2.3. Accessory Case
The accessory case aluminum alloy casting is attached to the rear of the engine crankcase,
aligned with crankcase dowels. The accessory case is secured to the crankcase by
crankcase studs and various attaching hardware. Accessory mount pads on the rear surface
are machined in one plane parallel to the machined parting flange which surrounds the
front side of the casting. Mounting pads for the magnetos, alternator cover, starter,
tachometer drive, oil filter adapter, oil pressure relief valve and an oil suction screen boss
are provided. The accessory case casting has two holes above and three studs to attach the
starter. The oil filter adapter housing, adjacent to the alternator mounting pad fastens to a
accessory case and accepts a screw on type disposable oil filter.
STARTER MOUNTING
PAD

MAGNETO MOUNTING
PAD
MAGNETO
MOUNTING
PAD

OIL PRESSURE
RELIEF VALVE
HOUSING

OIL FILTER
ALTERNATOR HOUSING
MOUNTING MOUNTING
PAD PAD

Figure 2-9. Accessory Case Features

The oil pump housing is machined into the internal portion of the accessory case. A
machined, threaded boss is located on the lower right side of the accessory case for
installation of a non-adjustable oil pressure relief valve. Oil pump gear chambers are
machined in the interior of the accessory case. The oil pump drive gear shaft hole is
machined in-line with the camshaft and the driven gear shaft hole is directly above it.
A semicircular opening at the accessory case bottom is a machined threaded hole to
accommodate installation of the oil suction tube. Passages cast into the accessory case
allow oil to flow from the oil suction tube to the oil pump gears, pressure relief valve, and
main oil gallery.
2-2.4. Cylinders
The engine has four, horizontally-opposed, air cooled cylinders, two on the left side and
two on the right side of the engine. Aviation fuel and air are drawn into a cylinder during
the intake stroke, compressed by the piston during the compression stroke and then ignited
by a high intensity spark from each spark plug (two per cylinder). As the mixture is

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Engine Description
ignited, the expanding gases force the piston to move inward toward the crankshaft during
the power stroke.
The rocker box cast in the outer end of the head has a surrounding flange which is
machined flat. The pressed steel rocker cover is sealed to the flange by a gasket and
retained by four fillister head screws. Three bosses cast in the rocker box are bored in a
horizontal line at right angles to the cylinder axis to form rocker shaft supports. Valve
ports in the head open downward into two flanges, each provided with two studs. Bronze
guides for intake and exhaust valves are pressed into holes bored from the bottom of the
rocker box into the valve chambers in line with the valve seats. Stellite valve seat inserts
are shrunk into counterbores in the combustion chamber surface.
A 1/8 inch pipe tapped hole through the upper wall of the intake valve chamber of earlier
production cylinders is intended for an optional primer jet, which may be installed by the
owner. The hole is normally sealed by a countersunk hex head pipe plug. An external base
flange below the cylinder barrel fins is mounted flat and drilled for the six crankcase studs
to which the assembly is attached by flanged hex nuts. From the base flange, the cylinder
skirt extends inward through the crankcase wall opening, as a pilot. A rubber packing ring,
placed around the cylinder skirt and against the flange, is compressed in a chamfer around
the pad opening and prevents oil leakage. Cylinder cooling fins are tapered toward the
base for weight reduction.
Engine pushrod tubes are comprised of a pushrod to crankcase adapter and pushrod tubes
fitted with O-rings at the crankcase adapter and cylinder head; springs fitted to a flange on
the outside of the pushrod tube apply constant downward pressure on the lower O-ring to
prevent leaks.
ROCKER ARM

VALVE
SPRING KEY

VALVE
SPRING
RETAINER

INNER SPRING

OUTER SPRING

VALVE SPRING
SEAT

VALVE GUIDE

VALVE SEAT
INSERT

COOLING FINS

EXHAUST VALVE INTAKE VALVE

Figure 2-10. Cylinder Features

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 Engine Description
2-2.4.1. Pistons
Pistons are aluminum alloy castings. The skirts are solid with cylindrical relief cuts at the
bottom. Weight differences are limited to ten grams between opposing cylinders bays.
Piston pins are full floating with permanently pressed-in aluminum end plugs.
The lightweight piston has two ring grooves above the piston pin and one oil scraper ring
below the piston pin. The upper ring is a semi-keystone design, the second compression
ring is rectangular shaped.

Semi-Keystone
Top Ring

Rectangular
Second Ring

Oil Control Ring

Figure 2-11. Piston Features

2-2.4.2. Hydraulic Valve Tappets
The hydraulic valve tappet (lifter) performs two functions. First, it provides an interface
between the camshaft lobe and the remaining valve train. Hydraulic valve lifters ride on
the eccentric cam lobes opening and closing the intake and exhaust valves mechanically
via push rod tubes and rocker arms, allowing conversion of the cam lobe profile into a
linear movement for intake and exhaust valves actuation. The hydraulic mechanism inside
the lifter maintains zero clearance between the valve and actuating components.
The interface between a cam lobe and lifter is intended to wear to some degree as the
engine operates. This is similar to the piston ring / cylinder wall interface that must seat
together for proper operation and wear over time.

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Engine Description
2-2.5. Lubrication System
The engine lubrication system delivers lubricating oil throughout the engine to various
bearings, bushings, and engine components. The wet sump lubrication system consists of
an internal engine-driven oil pump, a fixed, non-adjustable pressure relief valve, an oil
sump and oil sensing ports. An optional oil cooler adapter is available to connect a remote
mounted oil cooler.

EXHAUST CRANKSHAFT
BEARINGS

INTAKE PUSHROD
HOUSING CAMSHAFT
BOSS

PUSHROD

OIL COOLER
ADAPTER

OIL PUMP GEARS

HYDRAULIC
LIFTERS

OIL FILTER AND OIL PRESSURE

OIL BYPASS RELIEF VALVE
SUCTION ASSEMBLY
TUBE

OIL SUMP

Figure 2-12. Lubrication Schematic

2-2.5.1. Oil Pump
The engine-driven, positive displacement, gear type oil pump (Figure 2-13) consists of
two meshed steel gears that revolve inside the oil pump cavity machined in the accessory
case. The camshaft drives the oil pump drive gear, which drives the oil pump driven gear.
The oil pump driven gear is supported by a shaft pressed into the accessory case and the
oil pump cover plate. The oil pump drive gear shaft is supported by bushings pressed into
the accessory case.

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 Engine Description
The oil pump housing and oil pump gear chambers are machined in the interior of the
accessory case. The oil pump drive gear shaft bore is machined in-line with the camshaft;
the driven gear shaft rests in the bore directly above the drive shaft.

Figure 2-13. Oil Pump

2-2.5.2. Oil Sump
The oil sump assembly is fabricated from a milled aluminum upper body welded to the
shaped sheet metal lower sump section. The upper section features a rib-reinforced
crankcase mounting flange and a boss for the pressed oil gauge rod and extension tube
assembly. The lower oil sump body is fitted with a threaded drain plug boss with safety
wire provisions. The oil gauge rod is marked in quarts to the full mark and features a
locking lever with compression seal.
2-2.5.3. Oil Pressure Relief Valve
A machined, threaded boss is located on the lower right side of the accessory case for
installation of a non-adjustable oil pressure relief valve. Its passages are connected to the
oil pump outlet passage. This valve opens when the oil pump pressure exceeds the
specified operating limit and directs oil back to the oil sump.

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Engine Description
2-2.5.4. Oil Cooler Adapter
The standard engine configuration features a cover over the oil gallery flange to route oil
from the crankcase oil cooler pad back to the oil gallery. Optional oil cooler adapters are
available with a footprint illustrated in Figure 2-14. The adapter, or cover is attached to the
lower 2-4 side of the crankcase to allow connection of the engine oil supply to a remote
mounted oil cooler.

1.500

1.500
3.000 0.38-18NPTF

Figure 2-14. Oil Cooler Adapter Footprint

2-2.6. Ignition System
Two magnetos, installed on the aft side of the accessory case use magneto drive adapters
to interface with the crankshaft gear. O-200 Series engines are fitted with either Unison
(Slick, now Champion) or Continental Motors (Bendix) magnetos, designed to provide
ignition for four cylinder aircraft engines. The Continental Motors magneto model number
identifies the key features of each magneto model, as shown in Figure 2-15. The magnetos
generate and distribute high voltage ignition pulses through high tension leads to the spark
plugs. Radio shielded harnesses are available for most ignition system configurations.
To obtain the retard spark necessary for starting, magnetos may be equipped with a
starting vibrator for a shower of sparks type ignition or employ impulse couplings within
the magneto. Impulse couplings rotate the magneto between impulse trips faster than
engine cranking speed, thus generating a better spark for starting the engine and
automatically retard the spark during engine cranking. After engine start, impulse
couplings function as normal magneto drive couplings.
The ignition system magnetos employ impulse couplings to provide timing advance
during engine starting. With the single (left) impulse coupling configuration, the right
magneto must be grounded during engine start. Separate removal instructions are provided
for both the Slick and Continental Motors magnetos.

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 Engine Description
Magneto wiring harness delivers spark to cylinders as illustrated in Figure 2-16. The left
magneto fires the 1-3 lower and 2-4 upper spark plugs; the right magneto fires the 1-3
upper and 2-4 lower spark plugs.

S 6 R N -1201
Model Number
S-20 Serles
Magneto Configuration
21: Dog-Ear Mount, Impulse Coupled
S = Single Type Magneto: 25: Deep Flange Mount, Impulse Coupled
one drive, one output distributor
S-200 Serles
D = Dual Type Magneto:
200: Dog Ear Mount, With Retard Breaker
one drive, two output distributors
201: Deep Flange Mount, With Retard Breaker
204: Dog Ear Mount
205: Deep Flange Mount
Cylinders Fired Suffix: S-20 and S-200 Series Only
4 = Four Cylinders T= Tachometer Breaker Points
6 = Six Cylinders P= Pressurized
8 = Eight Cylinders
S-1200 Serles
1201: Deep Flange Mount, With Retard Breaker
1205: Deep Flange Mount
1208: Short Flange Mount, With Retard Breaker
Rotatlon
1209: Short Flange Mount
(Viewed Looking in to Drive End)
1225: Deep Flange Mount, Impulse Coupled
L = Left (counterclockwise) 1227: Short Flange Mount, Impulse Coupled
R = Right (clockwise) 1251: Pressurized Version of 1201
1255: Pressurized Version of 1205
1258: Pressurized Version of 1208
1259: Pressurized Version of 1209
Designator D-3000 Serles
N = Scintilla Design 3000: Impulse Coupled
SC = Short Cover 3200: With Retard Breaker

Figure 2-15. Magneto Part Number Structure

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Engine Description

% 7

 

 
 
% 7
 

7 %

/()70$*1(72 5,*+70$*1(72
72/()7 725,*+7
0$*1(72 0$*1(72
6:,7&+ 6:,7&+

7 %
(1*,1(),5,1*25'(5
0$*1(72),5,1*25'(5

Figure 2-16. Ignition Harness Distribution

2-2.7. Starter Assembly
The engine series employs a lightweight electric starter motor mounted on the rear of the
accessory case. Starter engagement is controlled by the airframe wiring harness and
ignition switch contactor.
2-2.8. Alternator
The engine accessory case incorporate a boss on the rear of the engine accessory case for
mounting a 12 volt, 50 or 60 amp, direct drive alternator. The alternator generates
electrical current for recharging aircraft batteries and powering aircraft electrical systems.
For a description of the aircraft electrical and charging system, see the applicable
Airframe Manufacturer's Instructions. For a detailed description of Continental Motors
alternators, refer to the Continental Motors Alternator Service Instructions.
2-2.9. Engine Cooling
The engine cylinders are cooled by transferring heat from the cylinder barrel and cylinder
head cooling fins to the surrounding airflow. The airframe engine cowling, baffles, and
baffle seals direct cooling air (which is ram air-induced by the aircraft's forward speed)
evenly around the cylinders. This airflow is regulated by the size of the cooling air inlets
and outlets. Increasing or decreasing outlet size with the use of cowl flaps changes airflow
and is used as an aid in controlling engine operating temperatures. Inter-cylinder baffles
are provided as standard equipment.

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 Engine Description

Aircraft Supplied
High Pressure Area Cooling Baffles

Ram Air

Ram Air

Cowl Flaps
Low Pressure Area

Figure 2-17. Engine Cooling

2-2.10. Fuel System
The primary element of the fuel system is the carburetor. The engine model and
specification determines the installed carburetor configuration. Fuel is supplied to the
carburetor by gravity feed.
2-2.11. Induction System
The intake manifold is attached to two studs on the lower crankcase flange. The carburetor
is attached to the bottom of the intake manifold with a gasket and four fasteners. Air
passage through the manifold divides into four outlets, to which cylinder intake tubes are
connected by rubber hoses and clamps. The air intake housing attaches to the bottom of
the carburetor flange. The front end of the air intake flares upward to match the outline of
the air filter. A hot air supply tube and a fuel drain tube are incorporated in the air intake
housing.

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Engine Description
2-3. Engine Specifications

Table 2-1. O-200-D Specifications

General
Model O-200-D
FAA Type Certificate E252
Installation Drawing Number 657316
Compression Ratio 8.5:1
Number of Cylinders 4
Firing Order 1-3-2-4
Recommended Time Between Overhaul (TBO) 2000 accumulated hours or 12 years
Bore 4.06 in. 103.12 mm
Stroke 3.88 in. 98.55 mm
Piston Displacement 201 cubic inches 3.29 L
Crankshaft Speed & Brake Horsepower
Rated Maximum Continuous Operation1 100 BHP -0/+5% @ 2750 RPM
Crankshaft Speed (Maximum rated) 2750 rpm
Engine Idle Speed, Minimum 675-925; application dependent
Rated Manifold Pressure 29.5 in. Hg Full Throttle (Sea Level)
Maximum Recommended Cruise 75 bhp @ 2500 rpm
Fuel System Specifications
Fuel Minimum Grade 2 100-LL
Fuel Grade People’s Republic of China3 RH100/130
Fuel System Pressure & Flow Refer to Figure 2-19
Fuel Consumption
Power Level BHP (kW) lbs./hr (max)
Rated Power, 100% 100 (74.5) See Figure 2-19
Cruise, 75% 75 (55.9) See Figure 2-19
Cruise, 65% 65 (48.4) See Figure 2-19
Ignition
Spark Plugs to be used FAA Approved Radio Shielded
Ignition Timing 24°± 1° BTC
Spark Plug Gap Spark plug manufacturer’s specified gap.
Cylinder Head Temperature
Maximum Cruise Operational Temperature 4 420°F 215°C
Maximum Allowable Operational Temperature4 525°F 273°C
Minimum Takeoff Temperature4 240°F 116°C

Exhaust
Exhaust System back pressure, maximum, measured 1.5 inches from port flange, in Hg 2.0 (6.75)
(kPa)
EGT Thermocouple Probe, minimum distance from port, in. (mm) 2.0/2.50 (50.8/63.5)

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Table 2-1. O-200-D Specifications
Oil
Oil Pressure - Normal Operation @ 75° to 240°F (24° to116°C) 30 to 60 psig
Maximum Allowable Oil Pressure 4 (cold oil) 100 psig
Minimum Oil Pressure @ Idle (600 RPM)4 10 psig at or below 200°F
Maximum Allowable Oil Temperature4 240°F 116°C
Minimum Take-off Oil Temperature4 75°F 24°C
Cruise Flight Oil Temperature 170° to 220° F 77° to 104° C
Oil Sump Capacity 5.0 quarts 4.73L
Usable Oil - 16° Nose Up 4.5 quarts 4.25L
Usable Oil - 10° Nose Down 4.0 quarts 3.78L
Oil Grade, Specification SAE J-1899 (normal ops) SAE J-1966 (break-in
CAUTION: Oil must be aviation oil conforming to SAE J 1899 or SAE J 1966 specifications
Brake Specific Oil Consumption
Maximum BSOC = 0.006 lb. X (engine rated power) X (% power at which measured/100) X (duration of test in hours)
1 quart = 1.875 pounds
Engine Physical Specifications
Weight, dry (basic engine), lb. (kg) +/- 2.5%
Basic engine, minus starter, alternator, spark plugs, filters, air box,
engine mount isolators, and exhaust 168.53 (76.44)
Overall Dimensions, inches (mm)
Height 26.25 (666.75)
Width 31.56 (801.60)
Length 26.22 (666.00)
Center of Gravity, inches (mm)
Forward of rear accessory case 14.55 369.60
Below crankshaft centerline 0.96 24.40
Beside crankshaft centerline toward 1-3 side 0.06 1.50
1. Performance is based on sea level, standard day, zero water vapor pressure conditions at the throttle inlet and exhaust exit with no engine
accessory load. Standard day conditions are 29.92 in. Hg and 59°F. Horsepower will vary approximately 1% for each 10°F (5.6° C) change
in compressor inlet air temperature. Correction must also be made for the effect of exhaust back pressure and accessory drive losses. Con-
tact Continental Motors engineering for correction factors for specific applications.
2. This engine is certified for operation with 100-LL Blue aviation fuel. If the minimum fuel grade is not available, use the next higher available
grade. Never use a lower grade fuel.
3. Engine operation with this fuel is limited to 9840 ft (2999 m) at maximum continuous power and speed and 19680 feet (5998 m) at maxi-
mum recommended cruise power and speed.
4. Measured using spark plug ring thermocouples

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Table 2-2. O-200-X Specifications
General
Model O-200-X
FAA Type Certificate E252
Installation Drawing Number 657988
Compression Ratio 8.5:1
Number of Cylinders 4
Firing Order 1-3-2-4
Recommended Time Between Overhaul (TBO) 2000 accumulated hours or 12 years
Bore 4.06 in. 103.12 mm
Stroke 3.88 in. 98.55 mm
Piston Displacement 201 cubic inches 3.29 L
Crankshaft Speed & Brake Horsepower
Rated Maximum Continuous Operation1 100 BHP -0/+5% @ 2750 RPM
Crankshaft Speed (Maximum rated) 2750 rpm
Engine Idle Speed, Minimum 675-925; application dependent
Rated Manifold Pressure 29.5 in. Hg Full Throttle (Sea Level)
Maximum Recommended Cruise 75 bhp @ 2500 rpm
Fuel System Specifications
Fuel Minimum Grade 2 100-LL
Fuel Grade People’s Republic of China3 RH100/130
Fuel System Pressure & Flow Refer to Figure 2-19
Fuel Consumption
Power Level BHP (kW) lbs./hr (max)
Rated Power, 100% 100 (74.5) See Figure 2-19
Cruise, 75% 75 (55.9) See Figure 2-19
Cruise, 65% 65 (48.4) See Figure 2-19
Ignition
Spark Plugs to be used FAA Approved Radio Shielded
Ignition Timing 24°± 1° BTC
Spark Plug Gap Spark plug manufacturer’s specified gap.
Cylinder Head Temperature
Maximum Cruise Operational Temperature4 420°F 215°C
Maximum Allowable Operational Temperature4 525°F 273°C
Minimum Takeoff Temperature4 240°F 116°C

Exhaust
Exhaust System back pressure, maximum, measured 1.5 inches from port flange, in Hg 2.0 (6.75)
(kPa)
EGT Thermocouple Probe, minimum distance from port, in. (mm) 2.0/2.50 (50.8/63.5)

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 Engine Description
Table 2-2. O-200-X Specifications
Oil
Oil Pressure - Normal Operation @ 75° to 240°F (24° to116°C) 30 to 60 psig
Maximum Allowable Oil Pressure 4 (cold oil) 100 psig
Minimum Oil Pressure @ Idle (600 RPM)4 10 psig at or below 200°F
Maximum Allowable Oil Temperature4 240°F 116°C
Minimum Take-off Oil Temperature4 75°F 24°C
Cruise Flight Oil Temperature 170° to 220° F 77° to 104° C
Oil Sump Capacity 5.0 quarts 4.73L
Usable Oil - 16° Nose Up 4.5 quarts 4.25L
Usable Oil - 10° Nose Down 4.0 quarts 3.78L
Oil Grade, Specification SAE J-1899 (normal ops) SAE J-1966 (break-in
CAUTION: Oil must be aviation oil conforming to SAE J-1899 or SAE J-1966 specifications
Brake Specific Oil Consumption
Maximum BSOC = 0.006 lb. X (engine rated power) X (% power at which measured/100) X (duration of test in hours)
1 quart = 1.875 pounds
Engine Physical Specifications
Weight, dry (basic engine), lb. (kg) +/- 2.5%
Basic engine, minus starter, alternator, spark plugs, filters, air box,
engine mount isolators, and exhaust 168.53 (76.44)
Overall Dimensions, inches (mm)
Height 26.25 (666.75)
Width 31.56 (801.60)
Length 26.22 (666.00)
Center of Gravity, inches (mm)
Forward of rear accessory case 14.55 369.60
Below crankshaft centerline 0.96 24.40
Beside crankshaft centerline toward 1-3 side 0.06 1.50
1. Performance is based on sea level, standard day, zero water vapor pressure conditions at the throttle inlet and exhaust exit with no engine
accessory load. Standard day conditions are 29.92 in. Hg and 59°F. Horsepower will vary approximately 1% for each 10°F (5.6° C) change
in compressor inlet air temperature. Correction must also be made for the effect of exhaust back pressure and accessory drive losses. Con-
tact Continental Motors engineering for correction factors for specific applications.
2. This engine is certified for operation with 100-LL Blue aviation fuel. If the minimum fuel grade is not available, use the next higher available
grade. Never use a lower grade fuel.
3. Engine operation with this fuel is limited to 9840 ft (2999 m) at maximum continuous power and speed and 19680 feet (5998 m) at maxi-
mum recommended cruise power and speed.
4. Measured using spark plug ring thermocouples

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Engine Description
2-3.1. Accessory Drive Ratios
Accessory drive ratios are the same for all of the O-200 engines, except as noted.
Table 2-3. Accessory Drive Ratios
Maximum Torque Maximum
(in. lbs.) Overhang
Direction of Drive Ratio Moment,
Accessory Rotation1 to Crankcase Cont. Static (in lbs.)
Starter Motor CW 35.7:1 -- -- --
Alternator (gear driven) CCW 2.035:1 60 600 100
Vacuum Pump2 CCW 1.5:1 100 800 25
1. CW=Clockwise Rotation CCW=Counterclockwise rotation; viewed facing the drive; OPT= Optional
2. Drive is an AND20000 pad modified for speed only

2-3.2. Performance Data

WARNING
The performance charts included in this manual indicate
uninstalled engine performance under controlled conditions
and will vary from installed performance. The charts are
neither intended nor suitable for installed performance
specifications or flight planning. Consult the Airplane Flight
Manual or Pilot's Operating Handbook for installed aircraft
performance specification.

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 Engine Description
2-3.2.1. O-200-D & X Performance Charts
Figure 2-18. Fuel Flow vs. Brake Horsepower
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Engine Description
Figure 2-19. Sea Level Performance
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 Engine Installation
Chapter 3.Engine Installation
3-1. Engine Installation
3-1.1. Common Tools and Consumable Supplies Required
1. Hoist
2. Oil conforming to SAE J-1966 (break-in oil, non-dispersant mineral oil) MIL-C-
6529 Type II (Fly-away oil)
3. Ashless dispersant oil conforming to SAE J-1899
4. MIL-P-46002, Grade 1 oil
5. 100-LL Blue aviation fuel
6. Spark plugs and copper gaskets
7. Safety Wire (.032”)
8. Cable ties
9. Bladder-type pressure pot (at least 1 gallon capacity)
10. Type 1 flammable fuel container
11. MS-122AD Spray (procured from Miller-Stephenson)
12. Spark Plug Manufacturer’s recommended spark plug thread lubricant
13. Other supplies required by the airframe manufacturer’s instructions

3-1.2. Engine Receipt and Handling

When the engine arrives, inspect the crating for damage. If the engine crating appears
damaged, notify the freight shipping company for resolution. If the crating appears intact,
proceed to Section 3-1.2.1.
3-1.2.1. Uncrating the Engine
1. Remove the lag screws attaching the wooden cover to the base.
2. Lift the wooden cover and remove it.
3. Open the plastic bag wrapped around the engine.
4. Inspect the engine according to the “Acceptance Inspection” criteria in Section 3-
1.2.3.
NOTE: The engine is preserved for long term storage at the factory; if it is
not immediately installed after acceptance, refer to the “Engine
Preservation and Storage” instructions in Section 9 of the Maintenance
and Overhaul Manual (M-2) for ongoing corrosion protection
instructions. Environmental conditions (humidity), seasonal changes, and
engine usage influence susceptibility to corrosion. In areas of high
humidity, corrosion can occur within two days of uncrating the engine.

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Engine Installation
The owner/operator is responsible for recognizing the risk of corrosion
and taking the appropriate precautions.
5. If the engine will be stored for any length of time, refer to the “Engine Preservation
and Storage” instructions in Section 9 of the Maintenance and Overhaul Manual (M-
2).
3-1.2.2. Crating an Engine for Shipping
1. Lower the engine onto the container base.
2. Attach the engine using shock mounts and bolts.
3. Cover the engine with a plastic bag.
4. Install and attach the container cover to the base.
3-1.2.3. Acceptance Inspection
CAUTION: If the hidden engine damage or corrosion is discovered,
contact Continental Motors (see “Contact Information” in
Section 1-3). Do not install or place a damaged/corroded engine in
storage.
1. Verify the engine serial number and model number on the engine nameplate are the
same as specified in the engine logbook and the packing slip.
2. Inspect the engine for signs of damage or corrosion.
a. If the engine exhibits no sign of damage or corrosion, proceed with installation.
If the engine is to be installed within 30 days of unpacking, proceed with the
instructions in Section 3-2.2, “Prepare the Engine for Installation.”
b. If damage or corrosion is discovered, contact the supplier of the engine for
disposition. Do not install a damaged or corroded engine or place it in storage.
3-1.3. Engine Transport
Refer to the “Engine Installation Drawings” in Section 3-3 for the engine lifting eye
locations.
CAUTION: Do not allow chains to become entangled on the engine
or its hardware. Be sure the area is clear when lifting the engine. Do
not allow the front, rear, sides or bottom of the engine to strike any
obstructions as the extreme weight may damage the engine or its
components.
1. Attach a hoist to the engine lifting eyes located at the top of the crankcase backbone.
2. Take up slack on the hoist prior to loosening the engine mount bolts; remove the bolts
from the shipping shock mounts.
3. Lift the engine and install it on a transportation stand or dolly.

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 Engine Installation
3-2. Installation Procedures
3-2.1. Prepare the Airframe for Engine Installation
1. The airframe fuel filter must be installed and in working order.
WARNING
Purge the aircraft fuel tanks and lines to remove contamination
prior to connecting the fuel supply to the engine. Failure to
purge contamination may cause erratic engine operation.
CAUTION: Follow the airframe manufacturer’s schedule interval
for airframe mounted fuel and oil hoses. Hoses become brittle with
age; Continental Motors recommends hose replacement coincident
with engine overhaul to avoid immediate contamination or failure at
a later date.
2. Replace all aircraft flexible oil and fuel hoses according to the aircraft
manufacturer’s instructions prior to engine installation.
3. Clean the aircraft fuel strainer and allow at least one quart of fuel to flow through the
strainer and fuel supply line into a Type 1 fuel container through a paper filter.
4. Inspect the paper filter for contamination; if the fuel supply is free of contamination,
proceed with engine installation. If contaminants are found in the fuel supply, isolate
and correct the source of contamination prior to connecting the aircraft fuel supply
to the engine driven fuel pump.
3-2.2. Prepare the Engine for Installation
Remove packing material, tags, and the preservative fluid from the oil sump of new,
rebuilt, overhauled or stored engines prior to installation.
NOTE: If the engine won’t be installed immediately, refer to the “Engine
Preservation and Storage” instructions in Section 9 of the Maintenance
and Overhaul Manual (M-2).
1. Remove the shipping plugs or dehydrator plugs from the spark plug holes.
2. Remove the AN-4060 protectors from the ignition leads.
3. Place a basin under the engine to catch the cylinder preservation oil.
NOTE: A small amount of preservative oil remaining in the cylinder bore
is acceptable; it will burn off during the first engine start.
4. Turn the crankshaft through at least two complete revolutions to remove the cylinder
preservation oil from the cylinders.
5. Catch the cylinder preservation oil draining out of the lower spark plug holes.
NOTE: If corrosion or abnormal conditions are discovered during the
borescope inspection, contact the supplier (If the engine was obtained
from Continental Motors, refer to “Contact Information” in Section 1-
3) for disposition instructions.

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Engine Installation
6. Inspect the cylinder bores with a borescope for rust and contamination.
7. Remove the oil sump drain plug and drain the remaining cylinder preservation oil
from the oil sump. Drain plug locations are depicted in the “Engine Installation
Drawings” in Section 3-3.
8. Install the oil sump drain plug with a new crush washer; torque the drain plug to
Appendix B specifications; safety wire the drain plug according to instructions in
Section C-4.
9. Install all airframe manufacturer-required components according to the airframe
manufacturer’s instructions, including the following:
a. Cooling baffles
b. Hoses and fittings
c. Brackets
d. Ground straps
e. Exhaust system
f. Other airframe manufacturer required item(s)
10. Install the engine in the sequence indicated in Section 3-2.3.
3-2.3. Installation Sequence
CAUTION: Do not allow chains to become entangled on the engine
or its hardware. Be sure the area is clear when lifting the engine. Do
not allow the front, rear, sides, or bottom of the engine to strike any
obstructions, as the extreme weight may damage the engine or its
components.
1. Install the engine in the airframe mounts according to the airframe manufacturer’s
instructions. Refer to the “Engine Installation Drawings” in Section 3-3 for engine
dimensions, clearances, and connections.
2. Connect the aircraft fuel supply to the carburetor according to airframe
manufacturer’s instructions.
3. Connect the starter and alternator wiring according to airframe manufacturer’s
instructions.
4. Install the exhaust system according to the airframe manufacturer's instructions.
WARNING
Oil pressure is applied to the face of the accessory drive pads. If
gasket or accessory covers are not properly installed and
torqued to Appendix B specifications, oil leakage will occur.
5. Connect the remote oil cooler (if equipped) hoses to the engine oil cooler adapter
according to the airframe manufacturer's instructions.

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 Engine Installation
6. Service the engine to the specified oil sump capacity according to the “Engine Oil
Servicing” instructions in Section 6-3.7 of the Maintenance and Overhaul Manual
(M-2).
WARNING
Do not install the ignition harness “B” nuts on the spark plugs
until the propeller installation and the ignition system
operational checkout is complete. Failure to comply can result
in bodily injury when the propeller is rotated during
installation.
7. Verify the Ignition Switch is OFF according to the airframe manufacturer's
instructions.
8. Install the propeller according to the airframe and propeller manufacturer's
instructions.
9. Perform the “Engine Pre-oiling” procedure according to Section 3-2.3.1.
10. If the magnetos were loosened or rotated during engine installation, adjust magneto
to engine timing according to the “Magneto Timing” instructions in Section 6-3.8.1
of the Maintenance and Overhaul Manual (M-2).
11. Install any remaining aircraft accessories according to the airframe manufacturer's
instructions.
12. Purge the aircraft fuel lines, connect the fuel lines to the carburetor, and leak check
the installed fuel lines according to the instructions in Section 3-2.3.2.
WARNING
Do not operate the engine until all hardware, spark plugs,
gaskets, and seals are in place and torqued and the oil sump is
properly filled to the specified capacity with oil.
13. Inspect the engine for any debris, discrepancies, or damage. Correct any
discrepancies.
14. Perform an “Installation Inspection” according to instructions in Section 3-2.4.
15. Perform the “Engine Operational Check” according to instructions in Section 6-3.6
of the Maintenance and Overhaul Manual (M-2).

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Engine Installation
3-2.3.1. Engine Pre-oiling
CAUTION: If the engine oil cooler adapter is connected to an
airframe mounted oil cooler, the oil cooler and hoses will contain
trapped air that oil servicing will not evacuate from the engine
lubrication system. Failure to purge the air from the oil cooler and
hoses prior to engine start will damage the engine.
1. Install and torque the spark plugs according to the “Spark Plug Maintenance”
instructions in Section 6-3.8.2 of the Maintenance and Overhaul Manual (M-2).
Connect the ignition lead wires according to “Ignition Harness Maintenance”
instructions in Section 6-3.8.3 of the Maintenance and Overhaul Manual (M-2).
2. Verify lubrication lines, fittings, hoses, screens, and filters are in place prior to pre-
oiling.
3. Obtain a clean, one gallon capacity bladder-type pressure pot with 50 psi output
pressure (not to exceed 60 psi).
4. Connect the pre-oiler supply hose to the engine oil pressure output (fitting). It may
be necessary to disconnect the airframe oil pressure sensor fitting according to the
airframe manufacturer's instructions.
5. Remove the rocker covers.
6. Open the pre-oiler valve and monitor the engine cylinder rocker areas for oil flow.
Depending upon oil temperature, it may take up to 20 minutes to see an indication of
oil flow.
7. Close the pre-oiler valve upon verification of oil flow at the rocker arms.
8. Install the rocker covers with new gaskets according to the “Rocker Arm
Installation: instructions in Section 17-4.3 of the Maintenance and Overhaul Manual
(M-2). Torque the rocker cover fasteners to Appendix B specifications.
9. Disconnect the pre-oiler supply hose and cap; connect the airframe oil pressure
sensor to the engine oil pressure output according to the airframe manufacturer's
instructions.
WARNING
Do not operate the engine unless the oil is properly serviced.
10. Check the oil level in the sump using the oil gauge rod (dip stick). Verify the engine
oil is at the proper level according to “Engine Oil Servicing” instructions in Section
6-3.7 of the Maintenance and Overhaul Manual (M-2).

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 Engine Installation
3-2.3.2. Fuel Purge and Leak Check
1. Connect a length of the appropriate size hose to the aircraft fuel supply using an AN
union fitting and secure the end of the hose in a properly grounded Type 1
flammable fluid container.
CAUTION: Ensure the ignition switch is in the OFF position and
clear the rotational arc of the propeller before proceeding.
2. Position the fuel selector valve to the ON position.
3. Allow a minimum of one quart (0.94 liter) of fuel to flow through a paper filter until
the fuel is free of contaminants.
4. Position the fuel selector valve to the OFF position.
5. Remove the hose and union installed in step 1 from the aircraft fuel supply.
6. Lubricate the male fitting threads with 50 weight aviation engine oil and connect the
aircraft fuel supply to the carburetor (or engine driven fuel pump, if equipped) inlet
fitting; torque the fuel hose “B” nut to Appendix B specifications.
7. Turn the aircraft fuel selector valve to the ON position.
8. Place the mixture control in FULL RICH and the throttle ¼ OPEN.
9. Visually inspect all fuel lines, hoses and fitting for evidence of fuel leakage.
10. Place the mixture control to IDLE CUT-OFF and CLOSE the THROTTLE.
11. Turn the aircraft fuel selector valve to the OFF position.
12. Correct any discrepancies noted.
13. Dispose of the fuel/oil mixture in accordance with Federal and State Hazardous
Material Regulations.
3-2.4. Installation Inspection
Perform a visual inspection of the engine prior to attempting engine start.
1. Verify the engine nacelle is clean and free of fuel leaks, oil leaks, dirt and debris.
2. Inspect all fuel and oil lines for proper installation, routing and security. Correct the
source of any leaks.
3. Inspect the oil cooler and oil filter for signs of leaks or physical discrepancies.
4. Check the following on the engine for physical damage:
a. External cylinder barrels
b. Cylinder barrel fins
c. Areas between and adjacent to the cylinder barrel fins.
d. External surfaces of the cylinder head, including areas around:
1) Cylinder head fins
2) Top and bottom spark plug bosses

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Engine Installation
3) Crankcase external surfaces
4) Accessories
5) Support structures adjacent to accessories
5. Check the security of ignition harness, including the spark plug leads. Inspect
ignition leads for proper routing and connection security.
NOTE: For items 6 - 10, inspect for obvious signs of physical damage,
loose or missing hardware, leaks or foreign material that may hinder
normal operation. Correct any discrepancies.
6. Inspect the physical integrity of the fuel system.
7. Inspect the physical integrity of the induction system airbox, ducts, seals and
gaskets.
8. Inspect the physical integrity of the lubrication system.
9. Inspect the physical integrity of the exhaust system.
10. Repair any observable damage before releasing the engine to service.
3-2.5. Preflight and Run-up
Perform an Engine Operational Check after completing the engine installation and before
performing the flight check according to the Airplane Flight Manual (AFM) or Pilot
Operating Handbook (POH). Perform a flight check before releasing the engine for
normal service to ensure the installed engine meets the manufacturer’s performance and
operational specifications.
WARNING
The fuel system must be adjusted after installation in the
airframe according to the “Engine Operational Check”
instructions in Section 6-3.6 of the Maintenance and Overhaul
Manual (M-2) to ensure proper operation. Correct all
discrepancies prior to release for flight.
O-200 engines are neither designed, nor approved, for
continuous negative or zero “G” operation. Engine Mount
loads shall not exceed FAR 23 utility category load factors.
CAUTION: Adhere to the “Engine Specifications” in Section 2-3
during all modes of engine operation, including the Flight Check and
Break-In period.
NOTE: Perform a flight check according to instructions in Section 4-2.3
before releasing the engine for normal operations. New and rebuilt
engines, and engine with one or more new cylinders or pistons, require a
25-hour break-in. After installation, avoid prolonged ground operation at
high power.
1Procedure
1. Perform an “Engine Operational Check” instructions in Section 6-3.6 of the
Maintenance and Overhaul Manual (M-2).

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 Engine Installation
2. Re-torque the exhaust flange nuts to Appendix B specifications after initial engine
run-up, prior to first flight.
3. Perform a “Flight Check” according to instructions in Section 4-2.3.
3-3. Engine Installation Drawings
Installation drawings are provided to help the airframe manufacturer determine
appropriate fittings and fasteners for airframe interconnect requirements. Pay particular
attention to the engine models depicted when referencing drawings for engine installation
requirements.

Figure 3-1. Engine Top View

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Engine Installation

Figure 3-2. Engine Side View

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 Engine Installation

Figure 3-3. Engine Rear View

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Engine Installation

Figure 3-4. Engine Front View

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 Engine Installation

Ø .386-.396
Ø 4.000

30°
Position of No.
1 Crank Pin
30°

Ø 2.25 X 0.25

Figure 3-5. Propeller Flange

0.312-24 UNF-3A STUD

R 0.31 0.75 EXTENSION HEIGHT

Ø 1.44

Ø 1.88
2.250
1.12

20°

Figure 3-6. Exhaust Flange Dimensions

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Engine Installation

STATOR TERMINAL
#10-24 UNC-2A

BATTERY TERMINAL
0.25-20 UNC-2A

FIELD TERMINAL
#10-24 UNC-2A

GROUND TERMINAL
#10-24 UNC-2A

Figure 3-7. 60 Amp Alternator Detail

ENABLE (FIELD) SWITCH

OPTIONAL ALTERNATOR
INOP LAMP CONNECTION

6 mm OUTPUT
TERMINAL

Figure 3-8. 50 Amp Alternator Detail

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 Engine Installation
BUSHING
1 REQUIRED CRANKCASE
REAR CRANKCASE
SEAT 2 REQUIRED FINISH

0.19
BUSHING LORD
# J3608-1 2 REQUIRED 0.70

CUP 2 REQUIRED
HOLE FOR
O 0.375 BOLT

SPACER
1 REQUIRED

3.00

ENGINE MOUNT ASSEMBLY

4 ASSEMBLIES REQUIRED
BUSHINGS ARE SUPPLIED
WITH ENGINE

2X 0.10
0.19
2XO 1.34

CRANKCASE
2X 0.03 X 45°
ACCESSORY END

2XO 1.12

ENGINE MOUNT LEG

Figure 3-9. Engine Mounts

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Engine Installation

4mm PUSH TO START

TERMINAL

8mm POWER TERMINAL

Figure 3-10. Starter Connection Details

% 7

 

 
 
% 7
 

7 %

/()70$*1(72 5,*+70$*1(72
72/()7 725,*+7
0$*1(72 0$*1(72
6:,7&+ 6:,7&+

7 %
(1*,1(),5,1*25'(5
0$*1(72),5,1*25'(5

Figure 3-11. Ignition Distribution

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 Engine Installation

Slick Magneto

GND
“P” LEAD
TORQUE
13-15 IN LBS

OPTIONAL
#10-32 TO IGNITION IGNITION SWITCH
SWITCH SHIELD CONN.

Figure 3-12. Airframe Ignition Switch Connections to Magneto

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Engine Installation

Intentionally Left Blank

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 Engine Operation
Chapter 4. Engine Operation
4-1. Introduction
CAUTION: This section pertains to engine operations under various
operating conditions. Normal operations are presented first,
followed by emergency and abnormal operating conditions. The pilot
must read and thoroughly understand Section 4-4 and Section 4-5
prior to the occurrence of such conditions. Whenever abnormal
conditions arise, timely response is critical.
This chapter contains the O-200-D and X Series engine operating instructions to
supplement the AFM/POH.
• Flight Prerequisites
• Normal Operation
• Emergency Operation
• Operation in Abnormal Environments

This chapter provides operating instructions for engines with fixed pitch propellers and
supplements information in the Airplane Flight Manual (AFM) or Pilot's Operating
Handbook (POH) provided by the airframe manufacturer or supplemental type certificate
holder as required by the Federal Aviation Regulations (FAR) for aircraft operating
procedures.
4-2. Flight Prerequisites
Perform the sequential tasks listed in the “Engine Operational Check” instructions in
Section 6-3.6 of the Maintenance and Overhaul Manual (M-2) on any engine that is newly
installed, repaired or overhauled prior to releasing the engine for normal operation.
WARNING
The “Engine Operational Check” in Section 6-3.6 of the
Maintenance and Overhaul Manual (M-2) must be completed
on an engine that has been installed, inspected, repaired, or
overhauled before the aircraft can be released for normal
operation.
DO NOT FLY THE AIRCRAFT UNTIL ALL FLIGHT
PREREQUISITES HAVE BEEN MET.
NOTE: Environmental conditions (humidity), seasonal changes, and
engine usage influence susceptibility to corrosion. Engines that are flown
occasionally (less than one time per week) are more vulnerable to
corrosion under these conditions. The best method of reducing the risk of
corrosion is to fly the aircraft weekly for at least one hour. The owner/
operator is ultimately responsible for recognizing corrosion and taking
appropriate corrective action.
After successful completion of the Engine Operational Check, perform a Flight Check
according to instructions in Section 4-2.3.

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4-2.1. Oil Change Interval
NOTE: After the first 25 hours of operation, perform an oil change
according to the “Engine Oil Servicing” instructions in Section 6-3.7 of
the Maintenance and Overhaul Manual (M-2).
The Oil Change Interval is specified in Table 6-1, “Engine Inspection and Maintenance
Schedule” of the Maintenance and Overhaul Manual (M-2).
4-2.2. Engine Fuel Requirements
WARNING
The engine is certified for operation with 100-LL aviation fuel.
If the minimum fuel grade is not available, use the next higher
grade. Never use a lower grade fuel. The use of lower octane
fuel may result in damage to, or destruction of, an engine the
first time high power is applied.
If the aircraft is inadvertently serviced with the incorrect grade of aviation fuel or jet fuel,
the fuel system must be completely drained and the fuel tanks serviced in accordance with
the aircraft manufacturer's recommendations. After the fuel system is decontaminated,
inspect the engine according to the “Contaminated Fuel System Inspection” instructions in
Section 6-4.5 of the Maintenance and Overhaul Manual (M-2).

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4-2.3. Flight Check and Break-In
New and factory rebuilt Continental Motors engines are adjusted to uninstalled factory
specifications in a test cell prior to shipment. A flight check ensures the engine meets
operational and performance specifications after installation in the airframe, prior to
release for normal service. The recommended break-in period for Continental Motors
engines is 25 hours. Adhere to the following instructions and the “Engine Specifications”
in Section 2-3 applicable to your engine model
Perform an “Engine Operational Check” according to instructions in Section 6-3.6 of the
Maintenance and Overhaul Manual (M-2) and a normal preflight ground run-up in
accordance with the Airplane Flight Manual or Pilot's Operating Handbook (AFM/POH)
before the A&P mechanic can approve the airplane for a Flight Check. Perform a Flight
Check according to instructions in Section 4-2.3.2 after engine installation, inspection,
repairs, or adjustments. Follow the protocol specified in Section 4-2.3.1 to complete the
recommended 25 hour engine break-in period.
WARNING
Avoid long descents at high engine RPM to prevent undesirable
engine cooling. If power must be reduced for long periods,
adjust the propeller to minimum governing RPM, if equipped,
to obtain desired performance levels. If outside air temperature
is extremely cold, it may be desirable to increase drag to
maintain engine power without gaining excess airspeed. Do not
permit cylinder head temperature to drop below 300°F (149°C).
CAUTION: High power ground operation resulting in cylinder and
oil temperatures exceeding normal operating limits can be
detrimental to cylinders, pistons, valves, and rings.
4-2.3.1. Engine Break-In
Operate the engine within the limits specified in the “Engine Specifications” in Section 2-
3 at all times for twenty-five hours to complete the recommended break-in period.
Descend at low cruise power settings. Avoid long descents or descents with cruise power
RPM and manifold pressure below 18 inches Hg. If necessary, reduce engine RPM to the
bottom of the specified operating range to maintain sufficient manifold pressure. Carefully
monitor engine instrumentation to maintain levels above the minimum specified cylinder
head temperature and oil temperature.
1. Conduct a normal engine start, ground run-up and take-off according to the AFM/
POH.
2. Monitor a) engine RPM, b) fuel flow, c) oil pressure and temperature, d) cylinder
head temperature and e) exhaust gas temperature to ensure the engine does not
exceed the parameters in Section 2-3.
3. Reduce engine speed to climb power according to the AFM/POH instructions.
maintain a shallow climb attitude to achieve optimum airspeed and cooling airflow.
4. At cruise altitude:

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Engine Operation
NOTE: Best power mixture setting is 100°-150°F rich of peak exhaust
gas temperature. Adjust engine controls or aircraft attitude to maintain
indicated engine operation within specifications.
a. Maintain level flight cruise at 75% power with best power or richer mixture for
the first hour of operation.
b. For the second and subsequent hours of flight, alternate cruise power settings
between 65% and 75% power with appropriate best power mixture settings.
WARNING
Avoid long descents at high engine RPM to prevent undesirable
engine cooling. If power must be reduced for long periods,
adjust the angle of descent to obtain desired performance
levels. If outside air temperature is extremely cold, it may be
desirable to increase drag to maintain engine power without
gaining excess airspeed. Do not permit cylinder head
temperature to drop below 300°F (149°C).
5. Descend at low power cruise settings. Avoid long descents or descents at cruise
power RPM with manifold pressure below 18 in. Hg. If necessary, reduce engine
RPM to the lower limit of the operating range to maintain sufficient manifold
pressure. Carefully monitor engine instrumentation to maintain levels above the
minimum specified cylinder head temperature and oil temperature.
4-2.3.2. Flight Check
1. Conduct a normal engine start, ground run-up and take-off according to the AFM/
POH.
2. Monitor the following engine instrument panel indications: a) engine RPM, b) fuel
flow, c) oil pressure and temperature, d) cylinder head temperature and e) exhaust
gas temperature.
3. If the engine fails to reach the rated full throttle RPM during ground operations,
ascend to cruise altitude (>2000' above field elevation) and verify the engine
achieves full throttle, full rich, rated RPM at cruise altitude and operates within the
limits specified in Section 2-3; If full power, rated RPM is achieved, proceed to step
4. If the aircraft indicated values fail to meet the published limits, repeat the Engine
Operational Check and Flight Check.
WARNING
All abnormal conditions must be corrected prior to releasing
the aircraft for normal operation.
4. Release the engine to normal service.

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 Engine Operation
4-3. Normal Operation
Information in this section supplements instructions for normal operation found in the
AFM/POH. Adhere to the aircraft AFM/POH operating procedures.
WARNING
Before flying the aircraft, ensure all “Flight Prerequisites” in
Section 4-2 have been completed, in addition to the aircraft
manufacturer's instructions found in the AFM/POH.
Operation of a malfunctioning engine can result in additional
damage to the engine, bodily injury or death.
Supplemental instructions for normal operation in this section are:
• Pre-operational Requirements
• Engine Start
• Ground Run-up
• Taxi Preparation
• Take-off
• Climbing/Ascent
• Cruising
• Descent
• Landing/Approach
• Engine Shutdown
4-3.1. Pre-operational Requirements
1. Check the oil level, and verify quantity is with specified limits.
2. Verify oil fill cap and gauge rod are secure.
3. Drain the fuel sumps and strainers in accordance with airframe manufacturer's
recommendations into a clean container. If water or foreign matter is noted in the
drained fuel, continue to drain until only clean fuel flows from the drains
4. Check the fuel system according to the Pilot's Operating Handbook (POH) and
verify compliance with Section 4-2.2, “Engine Fuel Requirements.”
5. Check propeller and propeller hub for cracks, oil leaks, and security.
6. Check engine nacelle for signs of damage, leaks, and debris. Verify the engine
cowling is securely fastened.
7. Verify all baffles and baffle seals are installed, correctly positioned, and serviceable.
8. Ensure engine controls operate freely through their full range of travel and are
properly adjusted in accordance with airframe manufacturer's instructions.

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Engine Operation
4-3.2. Engine Start
Refer to the aircraft POH for detailed engine starting procedures. Complete Section 4-3.1,
“Pre-operational Requirements” prior to engine start. Be familiar with the quantity and
location of the engine fuel system drains.
WARNING
Do not attempt to start an engine with an over-primed or
flooded induction system. Starting an engine with a flooded
induction system can result in hydraulic lock and subsequent
engine malfunction or failure. Allow excess fuel to drain from
the intake manifold and/or cylinder prior to attempting to start
the engine.
When starting the engine, ensure the battery is completely charged, especially in sub-
freezing temperatures.
CAUTION: Attempting to start an engine with a partially discharged
aircraft battery may result in damage to the starter relay or possible
engine kick-back resulting in a broken starter adapter clutch spring.
Verify the tasks listed in Table 4-2, “Flight Prerequisites,” have been completed in
addition to those required by the aircraft POH, aircraft manufacturer, or Supplemental
Type Certificate (STC) holder. Note the following:
• If the engine is being started in extreme cold, preheating may be required. Refer to
Section 4-5.1, “Engine Operation in Extreme Cold.”
• If the engine is started in hot weather, refer to Section 4-5.2, “Engine Operation in Hot
Weather.”
• If the engine is being started at high altitude, refer to Section 4-5.3, “Ground Operation
at High Density Altitude.”
WARNING
Ensure the propeller arc is clear of personnel and obstructions
before starting the engine.
NOTE: Check oil pressure frequently. Oil pressure indication must be
noted within 30 seconds in normal weather. If no oil pressure is observed,
stop the engine and investigate the cause.
1. Propeller........................................................... Clear
2. Master Switch .................................................. ON
3. Ignition Switch................................................. BOTH
CAUTION: Release starter switch as soon as engine fires. Never
engage the starter while the propeller is still turning. Do not engage
the starter for longer than 10 seconds. Allow 20 seconds for the
starter to cool after each engagement. If engine start is unsuccessful
after six attempts, release the starter switch and allow the starter
motor to cool for 30 minutes before another starting attempt is made.

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 Engine Operation
4. Mixture Control ............................................... FULL RICH
5. Fuel Selector Valve .......................................... ON or Fullest Tank
6. Throttle............................................................. FULL OPEN
NOTE: The amount of prime required depends on engine temperature.
Familiarity and practice will enable to operator to accurately estimate the
amount of prime to use. If the engine is hot, do not prime before starting.
After priming, turn the primer handle to the “LOCKED” position to
prevent the engine from drawing fuel from the primer.
7. Prime (if equipped) .......................................... Operate 3-5 strokes
8. Throttle............................................................. Open approximately one (1) inch
WARNING
Ensure the propeller plane of rotation is clear before engaging
the starter.
9. Ignition Switch................................................. START
NOTE: Check oil pressure frequently. Oil pressure indication must be
noted within 30 seconds in normal weather. If no pressure is observed,
stop the engine and investigate the cause.
10. Oil Pressure ...................................................... Check
RESULT: Engine starts and runs smoothly at idle; indicated oil pressure is greater
than 10 psi. If the engine fails to start, refer to the troubleshooting instructions in
Section 8 of the Maintenance and Overhaul Manual (M-2).

4-3.2.1. Cold Start

Follow the AFM/POH instructions, using the same procedure as for a normal start.
4-3.2.2. Flooded Engine
If prolonged starting occurs, verify fuel. Do not attempt further starting until excess fuel
has drained from the engine. Hydraulic lock may be a cause of engine starting problems.
Hydraulic lock is a condition where fluid accumulates in the Induction System or the
cylinder assembly.
WARNING
Do not operate the engine if hydraulic lock is suspected. Engine
damage may occur. Perform a “Hydraulic Lock Inspection”
according to instructions in Section 6-4.2 of the Maintenance
and Overhaul Manual (M-2). If no fuel drainage is observed,
discontinue starting attempts until the cause is determined.

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Engine Operation
4-3.2.3. Hot Start
NOTE: For several minutes after stopping a hot engine, heat soaked
components, (especially the fuel pump, if equipped) may cause fuel
vaporization resulting in restarting difficulties.
To reduce difficulty, supplement the AFM/POH normal starting instructions with the
following steps:
1. Fuel Selector Valve ......................................... ON
2. Throttle............................................................. CLOSED
3. Mixture Control ............................................... IDLE CUT OFF
4. Allow fuel to drain from intake prior to engine start; follow AFM/POH starting
instructions.
4-3.3. Ground Run-up
CAUTION: DO NOT operate the engine at run-up speed unless the
oil temperature is at least 75°F (24°C) and the oil pressure is within
the 30-60 psi range. Operating the engine above idle before reaching
minimum oil temperature may cause a loss of oil pressure and
engine damage. Avoid prolonged engine operation at low RPM to
prevent spark plug fouling.
1. Maneuver aircraft nose into wind
2. Throttle............................................................. IDLE
3. Mixture............................................................. FULL RICH
4. Throttle............................................................. 900-1000 RPM
5. Maintain engine RPM between 900 and 1000 RPM for at least one minute or until
engine oil temperature exceeds 75°F (24°C).
WARNING
Absence of RPM drop during the magneto check may be an
indication of a faulty ignition circuit resulting in a condition
known as “Hot Magneto.” Should the propeller be turned by
hand, the engine may inadvertently start and cause personal
injury or death. This condition must be corrected prior to
continued aircraft operation.
CAUTION: Do not underestimate the importance of the 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 off. RPM drop exceeding 150
RPM may indicate a faulty magneto or fouled spark plugs.
NOTE: If the engine runs roughly after single magneto operation,
increase engine speed to 2200 RPM in the BOTH position and lean the
mixture control until the RPM peaks for ten seconds before returning to

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 Engine Operation
the full rich position to clear the spark plugs and smooth operation before
returning to single magneto operation.
Limit ground operation to time necessary to complete engine warm-up and pre-flight
checkout.
6. Throttle............................................................. 1700 RPM
a. Magneto Checkout
1) Ignition Switch ...................................... R
RESULT: Noticeable RPM (not to exceed 150 RPM) drop and slight engine
roughness; record Left Magneto channel drop results. Maximum allowable
RPM drop spread between magneto channels is 75 RPM.
2) Ignition Switch ...................................... BOTH
RESULT: Engine speed returns to normal. Allow Ignition switch to remain in
BOTH for approximately 30 seconds to clear engine.
3) Ignition Switch ...................................... L
RESULT: Noticeable RPM (not to exceed 150 RPM) drop and slight engine
roughness. The difference between magnetos individual operation should not
exceed 75 RPM. Observe engine smoothness during magneto switching.
CAUTION: Do not operate the engine at speeds in excess of 2000
RPM longer than necessary to complete ground checks. Proper
engine cooling depends upon forward motion of aircraft.
Discontinue testing if temperature or pressure limits are
approached.
b. Minor spark plug fowling can be cleared as follows:
1) Ignition Switch...................................... BOTH
2) Throttle.................................................. 2200 RPM
3) Mixture Control..................................... lean until RPM peaks for 10 seconds.
4) Mixture Control..................................... FULL RICH
7. Throttle............................................................. 1200 RPM

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Engine Operation
4-3.4. Taxi Preparation
CAUTION: DO NOT operate the engine at run-up speed unless the
oil temperature reaches at least 75°F (24°C) and the oil pressure is
within the 30-60 psi range. Operating the engine above idle before
reaching minimum oil temperature may cause a loss of oil pressure
and engine damage.
Before taxiing, refer to the AFM/POH for detailed taxi preparation procedures applicable
to your aircraft. Check the following items:
NOTE: For taxi operation during high ambient temperature or from fields
at higher altitudes, the mixture control may require leaning for smooth
engine operation. A FULL RICH mixture must be used for takeoff.
1. Cowling Flaps .................................................. FULL OPEN (if equipped)
2. Instrument Checkout........................................ Refer to AFM/POH
4-3.5. Power Control
When increasing power: enrich the mixture, then advance the throttle to increase RPM.
When decreasing power: reduce the RPM, then adjust the mixture setting.
4-3.6. Take-Off
Supplement the AFM/POH take-off procedures with these engine settings:
1. Mixture............................................................. FULL RICH
2. Cowl Flaps ....................................................... per AFM/POH
3. Throttle............................................................. Advance for rated takeoff power
CAUTION: Never allow cylinder head and oil temperatures to
exceed limits. Near maximum temperatures should occur only when
operating under adverse conditions such as high power settings, low
airspeed, extreme ambient temperatures, etc. Take remedial steps to
reduce such temperatures as soon as possible. If excessive
temperatures are noted and cannot be explained, or if abnormal
cowl flap and/or mixture settings are required to maintain
temperatures, inspect to determine cause. Possible causes are
broken or missing baffles, inoperative cowl flaps, sticking oil
temperature control unit, or restricted fuel flow. Faulty instruments
or thermocouples may cause erroneously high (or low) indications.
Refer to troubleshooting procedures in Section 8 of the Maintenance
and Overhaul Manual (M-2).
4. Monitor Engine Gauges not to exceed operating limits
a. Manifold Pressure
b. Tachometer
c. Fuel Flow
d. Cylinder Head Temperature

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e. Oil Temperature and Pressure
4-3.7. Cruise Climb
For climbing or ascent procedures at full power, supplement the AFM/POH with these
settings:
1. Throttle............................................................. Greater than 75% rated power
2. Mixture Control ............................................... FULL RICH
3. Cowl Flaps ....................................................... Set to maintain CHT/Oil Temp
4. Immediately after takeoff, monitor engine gauges not to exceed operating limits.
NOTE: Maintain mixture and throttle settings until climb is complete.
Upon completion of climb, power settings may be reduced to desired
settings.
a. Manifold Pressure
b. Tachometer
c. Fuel Flow
d. Cylinder Head Temperature
e. Oil Pressure
4-3.8. Cruise
When the desired altitude has been reached, supplement the Airplane Flight Manual or
POH instructions with these steps:
1. Adjust the throttle for the desired cruise power settings.
2. Monitor Engine Instruments - Allow engine temperatures to stabilize
(approximately five minutes after cruise settings).
CAUTION: When increasing power, enrich mixture, then advance
the throttle to increase RPM. When reducing power, retard throttle,
then adjust the mixture control. 

Do not lean the fuel mixture beyond the “Best Power” setting.
Excessive mixture leaning will increase engine temperatures and
may damage the engine.
3. Adjust the mixture control to lean the fuel mixture, while monitoring the
tachometer, until engine RPM “peaks” (RPM advances to highest level at throttle
setting) for the selected throttle position. Advance the mixture control slowly toward
the “FULL RICH” position until slight RPM reduction is observed on tachometer.
This setting is referred to as “Best Power Cruise.”

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Engine Operation
4-3.9. Descent
NOTE: Rated RPM limits for aircraft equipped with digital RPM
measuring equipment may be adjusted to include ±2% deviation for
normal operations. Any operation beyond the rated RPM limit plus 2%
deviation must follow the inspection criteria.
CAUTION: Monitor engine RPM during descent to ensure maximum
rated engine RPM is not exceeded. Avoid rapid descents at high
RPM and idle manifold pressure. If engine RPM approaches
maximum rated RPM, reduce the angle of descent to increase drag
and maintain engine operation within rated specifications. If the
engine exceeds rated engine RPM for more than one minute, refer to
“Engine Overspeed” in Section 6-4.3 of the Maintenance and
Overhaul Manual (M-2).
Supplement the AFM/POH with the following:
1. Descend at cruise power settings with mixture control positioned for smooth engine
performance.
2. Monitor engine instrumentation to maintain operation within the “Engine
Specifications” in Section 2-3.
NOTE: Avoid long descents at low manifold pressure. The engine can
cool excessively and fail to accelerate satisfactorily when power is
reapplied. If power must be reduced for long periods, set manifold
pressure no lower than necessary to obtain desired performance. If
outside are is extremely cold, it may be necessary to increase drag in
order to maintain engine power without gaining airspeed. Do not permit
cylinder temperature to drop below 300°F (149°C) for periods longer than
five minutes.
3. Manifold pressure ............................................ above 18.5 in.Hg
4. Engine gauges .................................................. within operating limits
4-3.10. Landing
NOTE: Advance mixture slowly toward “Full Rich.” Avoid engine
roughness by leaving the mixture control leaner than Full Rich until the
throttle raises manifold pressure above 15 in. Hg.
For landing and approach procedures, refer to the Airplane Flight Manual/POH. In
anticipation of a go around and subsequent need for higher power, set the Mixture Control
to FULL RICH.
4-3.11. Engine Shutdown
Supplement the AFM/POH engine shutdown procedures with the following:
1. Throttle............................................................. 1700 RPM

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 Engine Operation
WARNING
Absence of RPM drop during the magneto check may be an
indication of a faulty ignition circuit resulting in a condition
known as “Hot Magneto.” Should the propeller be turned by
hand, the engine may inadvertently start and cause personal
injury or death. This condition must be corrected prior to
continued aircraft operation.
CAUTION: When operating on single ignition, some RPM drop
should be noted. Normal indications are up to 150 RPM drop and
slight engine roughness as each magneto is switched off. RPM drop
in excess of 150 RPM may indicate a faulty magneto or fouled spark
plugs. Avoid prolonged single magneto operation to preclude spark
plug fouling.
NOTE: The difference between magnetos individual operation should not
exceed 75 RPM. Maximum RPM drop for either magneto is 150 RPM.
Observe engine smoothness during magneto switching.

If the engine runs roughly after single magneto operation, increase engine
speed to 2200 RPM in the BOTH position and lean the mixture control
until the RPM peaks for ten seconds before returning to the full rich
position to clear the spark plugs and restore smooth operation before
returning to single magneto operation.
2. Ignition Switch................................................. R
RESULT: Noticeable RPM (not to exceed 150 RPM) drop and slight engine
roughness. Maximum allowable RPM drop spread between channels is 75 RPM.
3. Ignition Switch................................................. BOTH
RESULT: Engine speed returns to normal. Allow Ignition switch to remain in
BOTH for approximately 30 seconds to clear engine.
4. Ignition Switch................................................. L
RESULT: Noticeable RPM (not to exceed 150 RPM) drop and slight engine
roughness. Maximum allowable RPM drop spread between channels is 75 RPM.
5. Ignition Switch................................................. BOTH
6. Throttle............................................................. IDLE
7. Mixture Control ............................................... IDLE CUTOFF

Wait for the propeller to stop...
WARNING
Do not turn the propeller by hand while the Ignition Switch is
in the BOTH, LEFT or RIGHT positions. Do not turn the
propeller on a hot engine even if the Ignition Switch is in the
OFF position. The engine could kick back as a result of auto-
ignition caused by a small amount of fuel remaining in the

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Engine Operation
cylinders. Auto-ignition could restart the engine and cause
serious bodily injury or death.
8. Ignition Switch................................................. OFF
9. Fuel Selector Valve .......................................... OFF
4-4. Emergency Operation
Information in this section supplements instructions for emergency operations found in the
aircraft POH. Perform the following engine-specific steps in addition to the POH
requirements when responding to emergency conditions.
If a malfunction should occur in-flight, certain remedial actions may eliminate or reduce
the severity of the condition. Some malfunctions which might occur are listed in this
chapter. Recommended corrective action is also included. However, no single procedure
will be applicable in every situation.
Thorough aircraft and engine familiarity are invaluable assets in assessing a given
situation and responding accordingly.
WARNING
Maintain control of the aircraft at all times. Do not stall the
airplane attempting to extend the gliding distance.

The following terms are used throughout Section 4-4

Land as Soon as Practical: Land at the nearest airport suitable for the aircraft.

Land at the best available landing area within aircraft

Land as Soon as Possible: gliding distance, following instructions in the AFM/POH

4-4.1. Engine Fire during Start

WARNING
Maintain control of the aircraft at all times. Do not stall the
airplane attempting to extend the gliding distance.
Follow AFM/POH instructions.
4-4.2. Engine Roughness
WARNING
If roughness is severe or the cause cannot be determined,
engine failure may be imminent. Follow the AFM/POH
emergency procedures.
Follow AFM/POH instructions.

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4-4.3. Engine Overspeed
Operating an engine beyond its capacity can damage the engine and result in subsequent
engine failure. Engine overspeed severity is divided into three categories in Table 4-1:
Table 4-1. Overspeed Categories
Category Engine Speed
CAT I Rated Full power RPM to 3000 RPM

CAT II 3000-3300 RPM

CAT III Over 3300 RPM

NOTE: Rated RPM limits for aircraft equipped with digital RPM
measuring equipment may be adjusted to include a +2% deviation for
normal operations. Any operation beyond the rated RPM limit plus the
2% deviation must follow the inspection criteria.
4-4.3.1. Category I Overspeed
If the duration of the overspeed event is less than ten seconds, no action is required. If the
overspeed event persists longer than 10 seconds, land the plane and perform a Category I
Overspeed Inspection according to instructions in the Maintenance and Overhaul
Manual (M-2).
4-4.3.2. Category II Overspeed
If the overspeed event duration is less than ten seconds, no action is required. If the
overspeed event lasts longer than 10 seconds, land the plane and perform a Category II
Overspeed Inspection according to instructions in the Maintenance and Overhaul
Manual (M-2).
4-4.3.3. Category III Overspeed Inspection
Overspeed conditions in this category are considered extreme; perform a Category III
Overspeed Inspection according to instructions in the Maintenance and Overhaul
Manual (M-2).
4-4.4. High Cylinder Head Temperature
Supplement AFM/POH instructions with these steps:
1. Cowl Flaps ....................................................... OPEN
2. Mixture............................................................. Full Rich
3. Airspeed ........................................................... Increase
If temperature cannot be maintained within limits, reduce power, land as soon as practical
and have the malfunction evaluated prior to further flight.

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4-4.5. High Oil Temperature
CAUTION: If these steps do not restore oil pressure to normal, an
engine failure or severe damage is imminent. Follow the AFM/POH
emergency instructions and LAND AS SOON AS POSSIBLE.
NOTE: Prolonged high oil temperature indications are accompanied by
reduced oil pressure. If oil pressure remains normal, a high temperature
indication may be caused by a faulty gauge or thermocouple.
If oil temperature drops as temperature increases:
1. Cowl Flaps ....................................................... OPEN (if equipped)
2. Airspeed ........................................................... Increase
3. Reduce Power if steps 1 and 2 do not lower temperature
4. LAND AS SOON AS PRACTICAL
4-4.6. Low Oil Pressure
WARNING
If oil pressure drops below 30 psi, an engine failure is
imminent. Follow AFM/POH emergency procedures.
If the oil pressure drops suddenly from a normal indication of
30-60 psi, monitor temperature closely and LAND AS SOON
AS POSSIBLE. Have the engine inspected prior to further
flight.
4-4.7. In-Flight Restart
CAUTION: Do not shutdown an engine in-flight for practice or
training purposes. Whenever engine failure is simulated, do so by
reducing power.

A few minutes exposure to temperatures and airspeed at flight
altitudes can have the same effect on an inoperative engine as hours
of cold-soak in sub-arctic conditions. If the engine must be restarted,
consider descending to warmer air. Closely monitor for excessive oil
pressure as engine RPM increases. Allow the engine to warm at
minimum RPM before continued flight operations.
Follow AFM/POH instructions.

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4-4.8. Engine Fire In Flight
1. Fuel Selector .................................................... OFF
2. Mixture............................................................. IDLE/CUTOFF
3. Throttle............................................................. CLOSED
4. Ignition Switch................................................. OFF
5. Execute AFM/POH EMERGENCY/FORCED LANDING PROCEDURES and
LAND AS SOON AS POSSIBLE
4-5. Engine Operation in Abnormal Environments
The anticipated types of abnormal environments are:
• Extreme cold weather
• Extreme hot weather
• High density altitude ground operation

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4-5.1. Engine Operation in Extreme Cold
Engine starting during extreme cold weather is generally more difficult. Cold soaking
causes the oil to become thicker (more viscous), making it difficult for the starter to crank
the engine which results in slow cranking speeds and an abnormal drain on the battery
capacity. At low temperatures, aviation gasoline does not vaporize readily, further
complicating the starting procedure.
WARNING
Over-priming can cause a flooded intake resulting in a
“hydraulic lock” event and subsequent engine malfunction or
failure. If you over-prime (flood) the engine, make certain that
excess fuel has drained from the intake manifold and/or
cylinder prior to attempting engine start.
CAUTION: Use an external power source when attempting to start
aircraft engine in cold weather. Attempting to start an engine with a
partially discharged aircraft battery may result in damage to the
starter relay or possible engine kick-back resulting in a broken
starter adapter clutch spring
False starting (failure to continue running after starting) often results in condensation on
spark plug electrodes. This moisture can freeze and must be eliminated either by
preheating the engine or removing and cleaning the spark plugs.
Engine preheating and an auxiliary power unit (APU) are required to facilitate engine
starting when the engine has been exposed to temperatures below 20ºF (-7°C) for more
than two hours. Refer to Section 4-5.1.1 and the AFM/POH for specific instructions. At
ambient temperatures between 20º and 40ºF (-7º and 4ºC), refer to Section 4-5.1.1.3.
WARNING
Failure to properly preheat a cold-soaked engine may result in
oil congealing within the engine, oil hoses, and oil cooler with
subsequent loss of oil flow, possible internal damage to the
engine, and subsequent engine failure.
Superficial application of preheat to a cold soaked engine can
cause damage to the engine. An inadequate application of
preheat may warm the engine enough to permit starting but
will not decongeal oil in the sump, lines, cooler, filter, etc.
Congealed oil in these areas require considerable preheat. The
engine may start and appear to run satisfactorily, but can be
damaged from lack of lubrication due to the congealed oil
blocking proper oil flow through the engine. The amount of
damage will vary and may not become evident for many hours.
However, the engine may be severely damaged and may fail
shortly after application of high power.
Prior to operation and/or storage in cold weather, ensure the engine is serviced with the
correct viscosity oil for the ambient air temperature. In the event of temporary cold

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 Engine Operation
weather operation, store the aircraft in a heated hangar between flights. Service the oil
sump as required with the specified oil grade according to the “Engine Oil Servicing”
instructions in Section 6-3.7 of the Maintenance and Overhaul Manual (M-2).
4-5.1.1. Engine Preheating
CAUTION: Proper engine preheating procedures require thorough
application of preheat to all parts of the engine. Apply hot air
directly to the oil sump and external oil lines as well as the cylinders,
air intake, and oil cooler. Because excessively hot air can damage
non-metallic components such as seals, hoses, and drive belts, do not
attempt to hasten the preheat process.
The preferred method of preheating is to place the aircraft in a heated hangar for a
minimum of four hours prior to flight. Optional preheating methods are:
• A high volume combustion heater with ducts directed to the engine oil sump,
cylinders, and oil cooler; refer to Section 4-5.1.1.1.
OR
• An engine mounted preheating system; refer to Section 4-5.1.1.2.

4-5.1.1.1. Engine Preheat with a Combustion Heater

If a heated hangar is not available and the aircraft and engine have been exposed to
temperatures below 20ºF (-7ºC) for two hours or more, without an engine mounted
preheating system, use the following method:
1. Select a high-volume air heater.
NOTE: Small electric heaters inserted in the cowling opening do not
appreciably warm the oil and may result in superficial preheating.
2. Preheat all engine parts. Apply preheated air directly to the listed parts for at least 30
minutes:
a. Oil sump
b. Oil filter
c. External oil lines
d. Oil cooler
e. Cylinder assemblies
f. Air intake
3. Periodically feel the top of the engine for warmth. Apply heat directly to the
induction tubes and cylinders will promote vaporization and ease starting.
Alternately heat the sump and engine cylinders until engine start.
4. Start the engine immediately after completion of the preheating process. Since the
engine will be warm, follow the normal start instructions in Section 4-3.2.

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CAUTION: If oil pressure is not indicated within 30 seconds, shut
down the engine and determine the cause. Operating the engine
without oil pressure may result in engine damage.

Do not close the cowl flaps in an attempt to hasten engine warm-up.
5. Operate the engine at 1000 RPM until some oil temperature is indicated.
a. Monitor the oil pressure closely. If necessary, retard the throttle to maintain oil
pressure below 100 psi. If oil pressure is less than 30 psi, or cannot be maintained
below 100 psi, shut the engine down and repeat the preheat process. Do not close
the cowl flaps to facilitate engine warm-up.
b. Monitor the oil temperature until it reaches at least 75°F (24°C).
CAUTION: DO NOT operate the engine at run-up speed unless the
oil temperature is at least 75°F (24°C) and the oil pressure is within
the 30-60 psi range. Operating the engine above idle before reaching
minimum oil temperature may cause a loss of oil pressure and
engine damage.
6. Run the engine up to 1700 RPM; in 100 RPM increments to prevent oil pressure
from exceeding 100 psi.
WARNING
Operating the engine above 1700 RPM before reaching the
minimum oil temperature may result in engine malfunction,
engine failure, injury or death.
CAUTION: Continually monitor oil pressure during run up.
7. When oil temperature has reached 75°F (24°C) and oil pressure does not exceed 60
psi at 2500 RPM, the engine has been warmed sufficiently to accept full rated
power.
4-5.1.1.2. Engine Preheat with an Engine-Mounted Preheater
WARNING
Do not leave an engine-mounted pre-heater system on for more
than 24 hours prior to flight. Continuous operation of engine-
mounted preheater systems may result in aggressive internal
engine corrosion.
If a heated hangar is not available and the aircraft and engine have been exposed to
temperatures below 20ºF (-7ºC) for two hours or more and has an engine-mounted
preheating system the following procedure may be used.
Engine mounted preheating systems should include individual cylinder head heater
thermocouples, oil sump heater pad and crankcase heater pad. The use of a nacelle blanket
will increase the effectiveness of engine preheating.
1. Follow the preheating system's manufacturer's installation and operation
instructions.

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2. Begin preheating of the engine at least five hours prior to expected departure. Do not
operate an engine preheating system continuously for more than 24 hours.
NOTE: The use of an approved thermal blanket or cover will help reduce
the effects of wind and cold air circulation when the aircraft is not stored
in a hangar. The preheating system manufacturer should have thermal
blankets available.
3. Start the engine immediately after completion of the preheating process using the
normal start procedure in Section 4-3.2.
CAUTION: If oil pressure is not indicated within 30 seconds, shut
down the engine and determine the cause. Operating the engine
without oil pressure may result in engine damage.
Do not close the cowl flaps in an attempt to hasten engine warm-up.
4. Operate the engine at 1000 RPM until some oil temperature is indicated.
a. Monitor the oil pressure closely. If necessary, retard the throttle to maintain oil
pressure below 100 psi. If oil pressure is less than 30 psi, or cannot be maintained
below 100 psi, shut the engine down and repeat the preheat process. Do not close
the cowl flaps to facilitate engine warm-up.
b. Monitor the oil temperature until it reaches at least 75°F (24°C).
CAUTION: Do not operate the engine at speeds above 1700 RPM
unless the oil temperature is at least 75°F (24°C) and the oil
pressure is between 30 to 60 psi.
5. Run the engine up to 1700 RPM; approach this RPM in increments to prevent oil
pressure from exceeding 100 psi.
WARNING
Operating the engine above 1700 RPM before reaching the
minimum oil temperature may result in engine malfunction,
engine failure, injury or death.
CAUTION: Continually monitor oil pressure during run up.
6. When oil temperature has reached 100°F (38°C) and oil pressure does not exceed 60
psi at 2500 RPM, the engine has been warmed sufficiently to accept full rated
power.

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4-5.1.1.3. Cold Weather Starting Without Preheating
At ambient temperature between 20° to 40ºF (-7°to 4°C), perform the following:
CAUTION: Attempting to start your engine with a partially
discharged aircraft battery may result in damage to the starter relay
or possible engine kickback, resulting in a broken starter adapter
clutch spring.
1. Use an external power source or ensure the aircraft battery is fully charged.
2. Use the normal start procedure in Section 4-3.2 and the aircraft AFM/POH. Do not
overprime the engine.
WARNING
Overpriming can cause a flooded intake resulting in a
“hydraulic lock” event and subsequent engine malfunction or
failure. If you over prime, or flood your engine, ensure excess
fuel has drained from the intake manifold and/or cylinder prior
to attempting engine starting.
CAUTION: If oil pressure is not indicated within 30 seconds, shut
down the engine and determine the cause. Operating the engine
without oil pressure may result in engine damage.

Do not close the cowl flaps in an attempt to hasten engine warm-up.
3. Operate the engine at 1000 RPM until some oil temperature is indicated.
4. Monitor the oil pressure closely. If necessary, retard the throttle to maintain oil
pressure below 100 psi. If oil pressure is less than 30 psi, or cannot be maintained
below 100 psi, shut the engine down and follow the preheat instructions to prevent
engine damage. Do not close the cowl flaps to facilitate engine warm-up.
5. Check the oil temperature; it should be at least 75°F (24°C).
CAUTION: DO NOT operate the engine at run-up speed unless the
oil temperature is at least 75°F (24°C) and the oil pressure is within
the 30-60 psi range. Operating the engine above idle before reaching
minimum oil temperature may cause a loss of oil pressure and
engine damage.
6. Run the engine up to 1700 RPM; approach this RPM in increments to prevent oil
pressure from exceeding 100 psi.
WARNING
Operating the engine above 1700 RPM before reaching the
minimum oil temperature may result in engine malfunction,
engine failure, injury or death.
CAUTION: Continually monitor oil pressure during run up.

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7. When oil temperature has reached 100°F (38°C) and oil pressure does not exceed 60
psi at 2500 RPM, the engine has been warmed sufficiently to accept full rated
power.
4-5.2. Engine Operation in Hot Weather
“Hot weather” is defined as ambient temperature exceeding 90°F (32°C). After an engine
is shutdown, the temperature of various components will begin to stabilize. The hotter
parts such as cylinders and oil will cool, while other parts will begin to heat up due to lack
of air flow or heat convection from those engine parts that are cooling. At some point
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 take
several hours.
Heat soaking occurs between 30 minutes to one hour following shutdown. During this
time, the fuel system will warm causing the fuel in the pump and fuel lines to “boil” or
vaporize. During subsequent starting attempts, the fuel pump will initially be pumping a
combination of fuel and fuel vapor. At the same time, the fuel lines will be filled with
varying amounts of fuel and vapor. Until the entire fuel system becomes filled with liquid
fuel, difficult starting and unstable engine operation can be expected.
Three hot weather operation situations requiring special instructions are:
• “Cooling an Engine in Hot Weather” (Section 4-5.2.1)
• “Engine Restart in Hot Weather” (Section 4-5.2.2)
• “Take-off and Initial Climb Out in Hot Weather” (Section 4-5.2.4)
Ensure the engine is serviced with the correct viscosity oil specified in Section 2-3 prior to
starting the engine. In the event of temporary cold weather exposure, store the aircraft in a
hangar between flights. Service the oil sump, as required, to maintain the oil capacity
specified in the according to the “Engine Oil Servicing” instructions in Section 6-3.7 of
the Maintenance and Overhaul Manual (M-2).
Operating Tips
• Inspect the induction air filter frequently for contamination; be prepared to clean or
replace it, if necessary.
• If the aircraft is flown in dusty conditions, Continental Motors recommends more
frequent oil changes.
• Use dust covers over openings in the cowling for additional protection.

4-5.2.1. Cooling an Engine in Hot Weather

• Reduce ground operation to a minimum to keep engine temperatures down.
• Open cowl flaps fully while taxiing.
• Face the nose of aircraft into the wind to take advantage of the cooling effect.

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Engine Operation
4-5.2.2. Engine Restart in Hot Weather
Restarting attempts will be the most difficult between thirty minutes and one hour after
engine shutdown. Following that interval, fuel vapor will decrease and present less of a
restart problem.
WARNING
Allow excess fuel to drain from the induction system prior to
starting the engine.
1. Fuel selector .................................................... ON
2. Throttle............................................................. CLOSED
3. Mixture Control .............................................. IDLE/CUTOFF
4. Follow the “Engine Start” instructions in the AFM/POH and Section 4-3.2.

4-5.2.3. Ground Operation in Hot Weather

1. Monitor oil and cylinder temperatures closely during taxiing and engine run up.
2. Operate with cowl flaps full open
3. Do not operate the engine at high RPM except for necessary operational checks.
4. If take-off is not to be made immediately following engine run-up, face the aircraft
into the wind with the engine idling at 900-1000 RPM.

4-5.2.4. Take-off and Initial Climb Out in Hot Weather

1. Mixture control ................................................ FULL RICH
NOTE: Under extreme conditions, it may be necessary to manually lean
the mixture to sustain engine operation at low RPM.
2. Do not operate the engine at maximum power longer than necessary to establish the
climb configuration recommended by the aircraft manufacturer.
3. Monitor temperatures closely.
4. Maintain sufficient airspeed and attitude to provide engine cooling.
5. Cowl flaps ........................................................ FULLY OPEN (if equipped)

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 Engine Operation
4-5.3. Ground Operation at High Density Altitude
CAUTION: Reduced engine power will result from higher density
altitude associated with high temperature.
Idle fuel mixture may be rich during high density altitude conditions. Lean the fuel
mixture to sustain operation at low RPM. When practical, operate the engine at higher idle
speed.
NOTE: A FULL RICH mixture is required during takeoff.
If higher than desired temperatures are experienced during the climb phase, establish a
lower angle of attack or higher climb speed, consistent with safe operating practices to
provide increased engine cooling.
• Monitor oil and cylinder temperatures closely during taxiing and engine run up.
• Operate with cowl flaps full open.
• Do not operate the engine at high RPM except for necessary operational checks.
• If take-off is not to be made immediately following engine run-up, face the aircraft into
the wind with the engine idling between 900-1000 RPM.

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 Glossary
Appendix A. Glossary
A-1. Acronyms
The following acronyms are commonly used throughout Continental Motors publications:
Acronym Definition
A&P Airframe & Powerplant
AD Airworthiness Directive
AFM Airplane Flight Manual
AO Authorized Oversize
APU Auxiliary Power Unit
AU Authorized Undersize
BHP Brake Horsepower
BSOC Brake Specific Oil Consumption
BTC Before Top Dead Center
CFM Cubic Feet per Minute
CHT Cylinder Head Temperature
CSB Critical Service Bulletin
DVM Digital Volt-ohm Meter
EGT Exhaust Gas Temperature
EMI Electromagnetic Interference
FAA Federal Aviation Administration
FAR Federal Aviation Regulations
FBO Fixed Base Operator
HP Horsepower
IAW In accordance with
ICA Instructions for Continued Airworthiness
MAP Manifold Air Pressure
MAT Manifold Air Temperature
MEK Methyl Ethyl Ketone
MHS Material Handling Specifications
MJ Main Journal
MSB Mandatory Service Bulletin
OEM Original Equipment Manufacturer
NATO North Atlantic Treaty Organization
POH Pilot’s Operating Handbook
PMA Parts Manufacture Approval
RMS Root Mean Square
RPM Revolutions per Minute
SB Service Bulletin
SID Service Information Directive
SIL Service Information Letter
STANAG Standardization Agreement (STANAG)

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Glossary

Acronym Definition
STC Supplemental Type Certificate
TBO Time Between Overhauls
TC Type Certificate
TDC Top Dead Center
TIT Turbine Inlet Temperature
TSO Technical Standard Order
TSMOH Time Since Major Overhaul
WOT Wide Open Throttle
A-2. Glossary

Term Definition
Airworthiness Approval Tag FAA Tag 8130-3 that identifies a part or group of parts that has been
deemed airworthy by an authorized FAA representative.
Burning In reference to the engine valves, indicates roughening or erosion due to
high temperature gases escaping past valve faces. In other instances, it
indicates drawing of the temper of steel parts to a soft (blue) condition, as
a result of overheating, during an absence of lubrication on moving
surfaces, such as gear teeth subject to high loading.
Burr Sharp or rough projection of metal.
Chafing Condition caused by a rubbing action between adjacent or contacting
parts under light pressure which results in wear.
Crack Partial separation of material usually caused by vibration, overloading,
internal stresses, improper assembly, or fatigue.
Critical Service Bulletin Service document based on determination by the product manufacturer to
constitute a threat to continued safe operation of an aircraft or to persons
or property on the ground unless the owner or operator takes some
specific action (inspection, repair, replacement, etc.). Documents in this
category are candidates for incorporation into an Airworthiness Directive
issued by the FAA.
Dent Rounded depressed, pushed-in area on a surface.
Dynamic Seal Vital seal in the engine cylinder that consists of valve-to-valve seat seals,
spark plug-to-spark plug port seals, and cylinder head-to-barrel seal.
Elongate To stretch out or lengthen.
Erosion Wearing away of material due to flow, hot gases, grit, or chemicals.
Fretting Surface erosion caused by slight movement between two parts that are
fastened together.
Galling Severe chafing or fretting that results in transfer of metal from one part to
another; usually caused by slight movement of mated parts that have
limited relative motion and are under heavy loads.
Grooved Surface Shallow channels, wider than scratches and usually smooth resulting from
wear affected by concentrated contact stress.

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 Glossary

Term Definition
Hydraulic Lock Condition where fluid accumulates in the induction system or the cylinder
assembly. The liquid restricts the piston from traveling during the
compression stroke. Damage to the engine occurs when the other
cylinders fire, which forces the piston in the fluid-filled cylinder through the
compression stroke. Damage to an engine from hydraulic lock can be
extensive due to the extreme stress load and can adversely affect
connecting rods, pistons, cylinder assemblies, piston pins, the crankcase,
and the crankshaft.
Mandatory Service Bulletin Service document relating to known or suspected hazards to safety that
may have been incorporated in whole or in part into an Airworthiness
Directive (AD) issued by the FAA, or have been issued at the direction of
the FAA by the manufacturer requiring compliance with an already-issued
AD (or an equivalent issued by another country’s airworthiness authority).
Nick Sharp-sided gouge or depression with a V-shaped bottom.
Peening Series of blunt depressions in a surface.
Pitting Formation of pockets of corrosion products on the surface of a metal.
Propeller Strike Any incident that requires repair (other than minor dressing of the blade)
to a propeller blade. Either the propeller strikes an object or an object
strikes the propeller and causing a propeller imbalance. Propeller strikes
are serious because they can result in engine failure. Even if the propeller
still continues to rotate, other components critical to engine operation may
be damaged.
Runout Eccentricity or wobble of a rotating part; eccentricity of two bored holes or
two shaft diameters; a hole or bushing out of square with a flat surface.
Runout is usually measured with a dial indicator, and limits stated indicate
full deflection of indicator needle in one revolution of part or indicator
support.
Scoring Deep grooves in a surface caused by abrasion from fine hard particles
wedged between moving surfaces, as in a bearing and journal, or caused
by galling when a moving part is not supplied with lubricant.
Service Bulletin Service document that contains information considered by the product
manufacturer to constitute a substantial improvement to the inherent
safety of an aircraft or component of an aircraft; also may include updates
of instructions for continued airworthiness.
Service Information Service document that contains information determined by the
Directive manufacturer to be of value to an owner/operator in the use of a product
by enhancing safety, maintenance, or economy.
Service Information Letter Service information communiqué that may be of use to the owner/operator
or maintained of the aircraft.
Spalling Distress to a loaded surface where chips of the hardened surface are
broken out.
Static Seal Cylinder seal that consists of the piston rings to the cylinder wall seal.
Technical Standard Order FAA-designated number and identification mark indicating that the part or
appliance meets applicable design standards and was manufactured in
accordance with the requirements of FAR 21 Subpart O.

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Intentionally Left Blank

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 Torque Specifications
Appendix B.Torque Specifications
B-1. General Information
Tables in this appendix list torque values for Continental Motors aircraft engine hardware.
Refer to the appropriate manufacturer’s overhaul instructions for airframe or engine
accessory torque specifications. Table B-1 is for bolts, nuts, screws, driving studs, and
pipe plugs; Table B-2 is for fittings; Table B-3 is for hose fittings; Table B-4 lists specific
component torque values. Torque values provided in Table B-5 must be used for the listed
applications.
WARNING
Torque values listed are for use with clean 50 weight aviation
engine oil applied to the threads, unless otherwise specified in
Table B-5, which lists specific torque values for non-lubricated
hardware.
Prior to torquing any hardware, unless otherwise specified, apply SAE 50 weight aviation
oil to hardware listed in Table B-1 through Table B-4. If an application is not listed in the
specific torque limits tables (Table B-4 and Table B-5), use the general torque limits in
Table B-1 through Table B-3.
WARNING
Before installing nuts and bolts, verify the fastening hardware
is lubricated according to instructions. Inspect all fasteners for
proper plating and thread form. Failure to verify a fastener’s
serviceability or to correctly lubricate the fastener prior to
installation will result in the fastener not being properly pre-
loaded. Subsequent failure of the fastener may occur.
B-1.1. Torque Tips
WARNING
The use of sealants or lubricants other than those specified by
Continental Motors on mating threads and between mating
surfaces can cause incorrect torque application and subsequent
engine damage or failure.
• Check Table B-4 and Table B-5 first to determine if the hardware to be torqued
requires a specific torque or treatment other than those for general hardware sizes
listed in Table B-1 through Table B-3.
• Before installing hardware, verify the fastener size is correct.
• The accuracy of any torque indicating wrench depends on a smooth application of
force and current calibration traceable to the National Institute of Standards and
Technology, verifiable by the calibration data label affixed to the tool.
• If cotter pin holes must be aligned, set the torque wrench at the low limit and tighten
the nut to the first hole beyond this torque, but do not exceed the maximum specified
torque limit. This torquing procedure must be followed for all applications requiring
cotter pin hole alignment except for connecting rod nuts.

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Torque Specifications
• If a nut slot cannot be aligned with a cotter pin hole within the specified limits,
substitute another serviceable nut to attain alignment.
• If the cotter pin hole in a stud lies beyond the nut slots, when the nut has been torqued
properly, check the stud for proper installation or for backing out.
• Check studs for necking.
• Check the part for reduced thickness resulting from wear or incorrect part.
B-2. Cylinder Torque Procedure
Proper cylinder installation requires the bolts be torqued in multiple stages. Replace all
through bolts and nuts at overhaul. Cylinder base stud threads, through bolt threads and
nuts must be lubricated with clean 50 weight aviation oil. Through bolt nuts at cadmium
plated washers require a lower torque value to achieve the same through-bolt pre-load
since the lubricity of the cadmium plating reduces joint friction.
1. Torque cylinder through bolt nuts and cylinder base nuts to ½ of the specified torque
value for the fastener.
2. Torque the cylinder through bolt nuts and cylinder base nuts to the specified value for
the cylinder base stud nuts. Through bolt nuts must be torqued on both sides of the
engine, even if only one cylinder is being installed.
WARNING
Failure to torque through bolt nuts on both sides of the engine
can result in a loss of main bearing crush with main bearing
shift and subsequent engine failure.
NOTE: Through-bolt nuts P/N 634505 and 649496 have been superseded
by P/N 652541.
Nut P/N 634505 is a flanged six-point (hex) nut requiring a torque value
of 690-710 inch-pounds. Nut P/N 649496 is a flanged six-point (hex) nut
requiring a torque value of 790-810 inch-pounds. At engine overhaul, all
P/N 634505 and P/N 649496 flanged through bolt nuts must be replaced
with 652541 flanged twelve-point nuts. If replacing P/N 634505 and P/N
649496 with 652541 in less than a complete set prior to engine overhaul,
torque the 652541 twelve-point nuts to the torque value of the original
fastener (P/N 634505 or P/N 649496).
3. Torque through-bolt nuts on both sides of the engine to the specified torque value.

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 Torque Specifications
B-3. Torque Wrench and Extension Calculations
Torque wrenches measure the force applied to the fastener on the axis of the square drive
socket adapter.

Square
Drive

Force
Torque Setting/Reading = Force x Distance
Torque Wrench Square Drive Distance = A

Figure B-1. Torque Wrench

Straight extensions and wobble extensions up to 15 degrees, which extend the square drive
length, do not alter the amount of force applied to the square drive enough to cause
concern. An offset adapter may be used with a torque wrench without affecting applied
torque if the extension is positioned at a 90 degree angle in relation to the square drive
adapter. In any other orientation, the extension alters the force applied to the fastener.

90°

90°

Set Torque = Fastener Torque

15°

If angle ≤ 15°
Set Torque = Fastener Torque
Figure B-2. Drive extensions
Apply the formula below to determine the appropriate torque wrench setting when using
an extension:

Where:
T S = desired torque setting or reading

S= A+B
xA T= torque applied at square drive adapter
A= length of handle in inches
B= length of extension in inches

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Torque Specifications

Extension Torque Wrench Square Drive Distance = A

Length = B
Fastener Torque Distance

Fastener Torque
Set Torque= A+B xA

Extension Torque Wrench Square Drive Distance = A

Length = B
Fastener Torque Distance

Fastener Torque
Set Torque= A+B xA

Figure B-3. Extension increases applied torque

Examples in Figure B-3 and Figure B-4 illustrate how extensions can alter the torque
applied to the fastener. Examples in Figure B-3 adds the length of the extension to the
torque wrench, increasing the leverage applied to the fastener. The position of the
extension in Figure B-4 reduces the effective length of the handle and the applied
leverage. The length of the extension (variable B) is subtracted from variable A in Figure
B-4.
Let’s assume the torque wrench has an effective length of 12 inches and the extension
measures six inches from the center of the drive adapter to the center of the wrench. If we
need to torque a nut and bolt to 45 inch-pounds, we set the dial on the wrench in Figure B-
3 to 30 (45 ÷ (12+6) x 12). The same torque wrench, used with the extension in Figure B-
4 must be set to 90 (45 ÷ (12-6) x 12) to apply 45 inch pounds of torque to the same nut
and bolt.

Torque Wrench
Square Drive Distance = A

Extension
Length = B Fastener Torque
Set Torque= A-B xA

Figure B-4. Extension decreases applied torque

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 Torque Specifications
Table B-1. General Torque Specification
Bolts, Nuts, Screws
Torque
Size In. lbs. Ft. lbs.
#2-56 1.4-2.6 N/A
#4-40 2.9-5.5 N/A
#6-32 5.3-10.1 N/A
#8-32 17.5-22.5 1.5-1.9
#10-32 36-50 3.0-4.2
#10-24 21-25 1.7-2.0
.250-20 75-85 6.3-7.1
.250-28 90-100 7.5-8.3
.3125-18 155-175 12.9-14.6
.3125-24 180-220 15.0-18.3
.375-16 220-260 18.3-21.7
.375-24 275-325 22.9-27.1
.44-20 400-450 33.3-37.5
.50-20 550-600 45.8-50.0
Driving Studs
.250-20 50-70 4.2-5.8
.3125-18 100-150 8.3-12.5
.375-16 200-275 16.7-22.9
.44-14 300-425 25.0-35.4
Pipe Plugs
.062-27 30-40 2.5-3.3
.125-27 60-80 5.0-6.7
.250-18 130-150 10.8-12.5
.375-18 185-215 15.4-18.0
.500-14 255-285 21.3-23.8
.750-14 310-350 25.8-29.2

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Torque Specifications
Table B-2. Tube Fitting Torque Specifications
Size Hose Assembly Tube O.D. Torque (In-lbs)
.31-24 #2 Brass / Aluminum .125 15-30
.31-24 #2 Steel .125 15-50
.38-24 #3 Brass / Aluminum .188 40-65
.38-24 #3 Steel .188 50-90
.44-20 #4 Brass / Aluminum .250 60-80
.44-20 #4 Steel .250 70-120
.44-24 Steel .190 60-80
.56-18 #6 Brass / Aluminum .375 75-125
.56-18 #6 Steel .375 90-150
.75-16 #8 Brass / Aluminum .500 150-250
.75-16 #8 Steel .500 135-250
.88-14 #10 Brass / Aluminum .625 200-350
.88-14 #10 Steel .625 300-400

Table B-3. Hose Fitting (“B” Nut) Torque Specification

Hose Size Hose End Fitting Material Torque (In-lbs)
#2 (.31-24) Brass/Aluminum Fitting 50-80
#2 (.31-24) Steel Fitting 75-120
#3 (.38-24) Brass/Aluminum Fitting 70-105
#3 (.38-24) Steel Fitting 95-140
#4 (.4375-20) Brass/Aluminum Fitting 100-140
#4 (.4375-20) Steel Fitting 135-190
#5 (.500-20) Brass/Aluminum Fitting 130-180
#5 (.500-20) Steel Fitting 170-240
#6 (.5625-18) Brass/Aluminum Fitting 150-195
#6 (.5625-18) Steel Fitting 215-280
#8 (.750-16) Brass/Aluminum Fitting 270-350
#8 (.750-16) Steel Fitting 470-550
#10 (.875-14) Brass/Aluminum Fitting 360-430
#10 (.875-14) Steel Fitting 620-745
#12 (1.063-12) Brass/Aluminum Fitting 460-550
#12 (1.063-12) Steel Fitting 855-1055

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 Torque Specifications
Table B-4. Component Specific Torque Specifications

Torque Value

Size Fastener In-Lbs Ft-Lbs Models Affected

Crankcase
.25-28 Nut-Crankcase Flange 100-125 8.3-10.4 All Models (AR)
.31-24 Nut-Crankcase Backbone 240-280 20.0-20-3 (AR) Stainless Steel hardware Only
.31-24 Nut, Magneto to Crankcase 100-120 8.3-10.0 All Models (AR)
.38-24 Nut-Crankcase Through 275-325 22.9-27.1 All Models (AR)
Studs
.38-24 Nut-Crankcase Tie Bolts 370-390 30.8-32.5 All Models (AR)
.38-24 Nut-Cylinder to Crankcase 410-430 34.2-35.8 All Models (AR)
Stud
.38-24 Nut-Mounting Bracket to 275-325 22.9-27.1 All Models (AR)
Crankcase
.44-20 Nut-Crankcase Tie-Bolts- 440-460 36.7-38.3 All Models (AR)
Nose & Below Camshaft
.44-20 Nut-Cylinder to Crankcase 490-510 40.8-42.5 All Models (AR)
Studs (including 7th stud)
.44-20 Nut-Front & Rear Crankcase 490-510 40.8-42.5 O-200
Bearing Through Studs
.44-20 Nut-Through Bolt at 440-460 36.7-38.3 All Models (AR)
Cadmium Plated Washer
.44-20 Nut-Through Bolt at Cylinder 490-510 40.8-42.5 All Models (AR)
Flange
.44-20 Nut-Through Stud at 490-510 40.8-42.5 O-200
Cylinder Flange
.44-20 Nut-Through Bolt at Front 490-510 40.8-42.5 All Models (AR)
Mount Belt-Driven Alternator
.50-20 Nut-Crankcase Nose Tie 640-660 53.5-55.0 All Models (AR)
Bolts
.62-18 Plug-(with crush washer) 190-210 15.8-17.5 All Models (AR)

Gears
.25-28 Bolt, Gear to Camshaft 140-160 11.7-13.3 All Models (AR)
.25-28 Bolt, Gear to Crankshaft  140-160 11.7-13.3 All Models (AR)
(P/N 22532)1
.31-24 Nut- Generator or Alternator 175-200 14.6-16.7 All Models (AR)
Gear

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Torque Specifications
Table B-4. Component Specific Torque Specifications

Torque Value

Size Fastener In-Lbs Ft-Lbs Models Affected

Connecting Rods
.38-24 Nut, Connecting Rod (Nuts: 400-475 33.3-39.6 All Models (AR)
24804 or 626140 w/bolt P/N
530213)2 & 3
.38-24 Nut, Connecting Rod 490-510 40.8-42.5 All Models (AR)
(Spiralock (Nut P/N 654487
w/bolt P/N 654693)

Miscellaneous Lubrication System Fasteners

.25-20 Bolt, Oil Pump Cover to 75-85 6.3-7.1 All Models (AR)
Crankcase
.62-18 Plug, OIl Cooler (w/crush 190-210 15.8-17.5 All Models (AR)
washer)
.62-18 Plug, Oil Cooler Adapter 190-210 15.8-17.5 All Models (AR)
Bypass (w/crush washer)
.62-18 Plug, OIl Suction Tube (w/ 190-210 15.8-17.5 All Models (AR)
crush washer)
.62-18 Plug, OIl Sump Drain 190-210 15.8-17.5 All Models (AR)
.62-18 OIl Filter Cartridge 180-216 15.0-18.0 All Models (AR)
.75-16 OIl Filter, Disposable 192-216 16.0-18.0 All Models (AR)
.88-16 Cap, Oil Pressure Relief 190-210 15.8-17.5 All Models (AR)
Valve
1.00-14 Vernatherm (Oil 190-210 15.817.5 All Models (AR)
Temperature Control Valve)
1.375-16 Housing, Tachometer Drive 250-350 20.8-29.2 All Models (AR)
LH
1.75-16 Oil Filter Screen (w new 500-520 41.6-43.3 All Models (AR)
crush gasket) (Install Gasket
with parting line against
screen face)

Miscellaneous Cylinder Hardware

.071 Spark Plug 4 300-360 25.0-30.0 All Models (AR)
(18mm)
.125-27 Connector, Cylinder Drain 60-80 5.0-6.7 All Models (AR)
.19-32 Screw, Cylinder Baffle 10-20 .84-1.7 All Models (AR)
.25-20 Screw, Rocker Cover 55-65 4.6-5.4 All Models (AR)
.25-20 Screw, Intake Flange 85-110 7.1-9.2 All Models (AR)

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 Torque Specifications
Table B-4. Component Specific Torque Specifications

Torque Value

Size Fastener In-Lbs Ft-Lbs Models Affected

.25-20 Set Screw, Rocker Shaft, 45-55 3.8-4.6 All Models (AR)
Locking
.25-28 Nut, Exhaust (self locking) 120-130 10.0-10.8 All Models (AR)
.25-28 Nut, Exhaust Manifold 100-110 8.3-9.2 All Models (AR)
Flange (Spirotallic Gasket)
.31-24 Nut, Exhaust Manifold 200-210 16.7-17.5 All Models (AR)
Flange (Spirotallic Gasket)

Miscellaneous Fasteners
--- Clamp, Hose Induction 25-35 2.0-2.9 All Models (AR)
#10-14 Nut, Airbox Alternate Air 9-10 0.75-0.83 All Models (AR)
Control Lever
.31-24 Nut, Generator Gear 175-200 14.6-16.7 All Models (AR)
.56-24 Tach Sensor, Magneto 35-40 2.9-3.3 All with Magneto Tach Sensor
.68-24 Tach Sensor, Magneto 35-40 2.9-3.3 All with Magneto Tachometer Sensor
1. Heat crankshaft gear to 300º F; install on gear on crankshaft immediately for shrink fit. Ensure the gear seats tightly against the end of
the crankshaft by tapping lightly with a brass hammer.
2. Torque to low limit. If cotter pin will not align with holes, increase torque gradually, up to high limit only. If cotter pin holes will not align
within torque range, replace the nut and repeat. In no case shall nuts be tightened below the minimum or above the maximum torque
limit. Refer to the most current revision of Service Document SIL93-15 for special cotter pin installation instructions in 360 series engine
connecting rods.
3. A) P/N 530184 connecting rod (identified by forging number 530186), P/N A35159 (identified by forging 5561) and P/N A35160 (also
identified by forging number 5561) must be assembled with P/N 530213 bolt, P/N 24804 or 626140 and P/N 639292 cotter pin. 
B) Assemble P/N 36121 connecting rods utilizing the P/N 632041 forging with the part numbers indicated in current technical data.
Assemble P/N A36121 connecting rod assemblies utilizing the P/N 40742 forging with P/N 35972 connecting rod bolt, P/N 24804 nut
and P/N MS24665-132 cotter pin.
4. Lubricate spark plug threads with spark plug manufacturer’s recommended lubricant.

Table B-5. Specific Torque for Non-Lubricated Hardware

Torque Value
Size Fastener In-lbs Ft-lbs Model Affected
#10-32 Nut, Magneto Ground Terminal 15-17 1.25-1.41 S-20/200 Magnetos
#10-32 Nut, Magneto Ground Terminal 13-15 1.08-1.25 Slick Magnetos
Various Screw, Ignition Harness Cable Outlet Plate 25-35 2.08-2.91 S-20/200 Magnetos
Various Screw, Ignition Harness Cable Outlet Plate 18-25 1.5-2.08 Slick Magnetos
1.12-18 Oil Pressure Relief Valve Housing 240-260 20.0-21.7 All

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Intentionally Left Blank

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 Standard Practices
Appendix C.Standard Practices
C-1. Handling Parts
When removing, replacing, or re-installing parts, heed the following precautions,
warnings, and tips:
WARNING
Turn the Ignition Switch OFF and disconnect engine electrical
power before commencing maintenance or inspections.
Confirm continuity between the magneto capacitor and aircraft
ground to prevent accidental engine start during maintenance.
Do not stand or place equipment within the arc of the propeller.
• If the engine is installed, disconnect engine electrical (battery) power and verify the
Ignition Switch is turned OFF. Confirm continuity between the magneto capacitor and
aircraft ground before commencing engine maintenance.
• Inspect replacement parts for deterioration or wear. Do not install parts that appear
worn, deteriorated, or beyond published (service or overhaul) limits.
• Prevent safety wire, nuts, washers, dirt, etc. from entering the engine.
• If any foreign object accidentally falls into the engine, stop working on the engine
immediately and retrieve the dropped object(s).
• Tag unserviceable parts or units for investigation and possible repair.
• To ensure proper re-installation of usable parts, tag or mark all parts and hardware as
they are removed or disassembled.
• Use protective caps, plugs, and covers to ensure openings are unexposed. Install dust
caps over the tube ends of open lines and NOT IN the tube ends. Be sure to remove
the dust caps and covers after the maintenance or repair work is complete.
• Cover stored engine sub-assemblies.
• Inspect new parts for transit damage. Do not install damaged or non-conforming
parts. Re-seal or rewrap the new part until the part is ready to be cleaned, prepared,
and installed.
• Check the shelf life of new parts to be installed. Do not install parts with an expired
shelf life.
• Thoroughly clean parts according to instructions in Chapter 14 of the Maintenance and
Overhaul Manual (M-2).
• Use only a plastic or rawhide mallet made to tap engine parts during assembly; never
use a hammer.
• Always install new gaskets, o-rings, rubber components, seals, packing, cotter pins,
tab washers, safety wire, and lock washers when servicing components.
• Use only new, shake proof or split lock washers, tab washers, elastic stop nuts, cotter
pins, and corrosion-resistant safety wire.
• Do not replate cadmium-plated fasteners or washers. If the cadmium plating has been
removed, discard the item and replace it with a new part.

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Standard Practices
• Do not re-install any worn, deformed, or single use fasteners.
• Torque hardware to Appendix B torque specifications.
WARNING
Do not apply any form of sealant to the crankcase cylinder
deck, chamfer, cylinder mounting flange, cylinder base O-ring,
or cylinder fastener threads. The use of RTV, silicone, Gasket
Maker or any other sealant on the areas listed above during
engine assembly will cause a loss of cylinder deck stud or
through-bolt torque. Subsequent loss of cylinder attachment
load, loss of main bearing crush and/or fretting of the
crankcase parting surfaces will occur. The result will be
cylinder separation, main bearing movement, oil starvation and
catastrophic engine failure. USE ONLY CLEAN 50 WEIGHT
AVIATION ENGINE OIL ON SURFACES LISTED.
• Before installing nuts and bolts, verify the fastening hardware is lubricated according
to Chapter 3 and Appendix B instructions. Inspect all fasteners for proper plating and
thread form. Failure to verify a fastener’s serviceability or to correctly lubricate the
fastener as instructed prior to installation will result in the fastener not being properly
pre-loaded. Subsequent fastener failure may occur.
C-2. Replacement Parts
C-2.1. Background
An increasing amount of replacement parts (including standard parts), materials,
appliances, and instruments are represented as being of aircraft quality when actually the
quality and origin of these units is unknown. Users of such units are usually not aware of
the potential hazards involved with replacement parts that are not eligible for use on
certified aircraft. Frequently, such units are deceptively advertised or presented as
“unused,” “like new,” or “remanufactured,” implying the quality of such units is equal to
an original or appropriately repaired or overhauled unit.
The performance rules for replacement of parts and materials used in the maintenance and
alteration of U.S.-certified aircraft are specified in Federal Aviation Regulations (FAR)
43.13 and FAR 145.205. The responsibility for the continued airworthiness of the aircraft,
which includes the replacement of parts, is the responsibility of the owner/operator as
outlined in FAR 91.7, FAR 121.363, and FAR 135.419.
C-2.2. Acceptable Replacement Parts
Continental Motors provides Instructions for Continued Airworthiness (ICAs) based on
the design, testing, and certification of engines and parts for which Continental Motors is
the holder of the Type Certificate (TC) or Parts Manufacture Approval (PMA) issued by
the Federal Aviation Administration (FAA). These instructions, which include
maintenance, repair limits, overhaul, and installation are applicable only to engines and
parts supplied by Continental Motors. Continental Motors does not provide instructions
relating to the installation or use of parts not manufactured or supplied by Continental
Motors. Instructions provided by other engine parts manufacturers or resellers should be

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 Standard Practices
used for their parts. Continental Motors has not participated in design, test, or certification
in regards to aftermarket parts manufacturers and has no experience with respect to such
parts.
FAA regulations require only FAA-approved parts be used on a type certified product.
FAA-approved parts may be identified in accordance with the information given below.
Continental Motors does not play any role in the FAA approval of such parts; does not
have any responsibility for the design, certification, service life, repair, overhaul, or
quality of such parts; and has made no determination regarding the effect, if any, that using
such parts may have on Continental Motors supplied engines or parts.
C-2.2.1. Know Your Supplier
Some reproduced parts and components, particularly instruments, have been
manufactured by entities other than the original equipment manufacturer and are available
for purchase and installation on U.S.-certified aircraft. Often, an original part is used as a
sample to produce duplicates. The reproduced parts appear to be as good as the original
part. However, there are many unknown factors to be considered that may not be readily
apparent to the purchaser, such as heat-treating, plating, inspections, tests, and
calibrations. All too often, the faulty part is not discovered until a malfunction or an
accident occurs.
Therefore, in accordance with FARs, certification of materials, parts, and appliances for
aircraft return to service is the responsibility of the person or agency who signs the
approval. The owner/operator is responsible for the continued airworthiness of the
aircraft. To ensure continued safety in aircraft operation, it is essential that great care be
used when inspecting, testing, and determining the acceptability of all parts and materials.
Particular caution should be exercised when the identity of materials, parts, and appliances
cannot be established or when their origin is in doubt.
C-2.3. 100% Parts Replacement Requirements
NOTE: Service documents published or revised subsequent to the
issuance of this publication may mandate the replacement of components
and parts not included in these instructions. At engine overhaul, the
technician must review all service bulletins to ensure compliance with the
manufacturer’s requirements for continued airworthiness.
Replace all gaskets, seals, packing, hoses, O-rings, cotter pins, retaining rings (snap rings),
safety wire, self locking fasteners (including exhaust nuts), and lock washers with new
parts during assembly, regardless of the type of maintenance.
Do not re-use worn, damaged or deformed fasteners. Do not replate cadmium plated
fasteners or washers. If the cadmium plating has been removed, discard the item and
replace it with a new part.
Engine mounted accessories must be maintained in accordance with the manufacturer’s
instructions. Additionally, accessories must be overhauled during engine overhaul, or
more frequently, in accordance with the manufacturer’s instructions.
At engine overhaul the starter, alternator, magnetos and engine fuel system must be
overhauled. On turbocharged engines, the turbocharger, wastegate, controller and exhaust

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Standard Practices
system must be overhauled. All engine baffles must be repaired or replaced and all
flexible baffle seals replaced.
Items such as spark plugs, alternator drive belts and air-conditioning drive belts are
replaced on condition.
C-2.4. Mandatory Overhaul Replacement Parts
In addition to the items listed in Section C-2.4, the following parts must be discarded and
replaced with new parts during engine overhaul.
• Bearings: connecting rod, crankshaft main • Hydraulic valve lifters (tappets)
and thrust, needle, ball, and roller
• Ignition system harness
• Bushings: crankshaft, connecting rod,
rocker arm • Inner and outer valve springs
• Camshaft gear bolts • Intake valves
• Connecting rod bolts and nuts • Intake valve rotocoils (replace intake valve
rotocoils with solid valve retainers)
• Crankshaft alternator face gear bolts and
lock plates • Intake and exhaust valve keepers
• Crankshaft gear bolts • Magneto drive rubber bushings
• Crankcase through bolts • Pistons
• Cylinder deck stud nuts and through bolt • Piston pins
nuts
• Piston rings
• Exhaust flange studs & nuts
• Rocker shafts
• Exhaust valves
• Rockers shaft thrust washers
• Exhaust valve rotocoils
• Woodruff keys

C-2.5. Authorized Oversize/Undersize Parts

Replacement authorized oversize (AO) or authorized undersize (AU) parts must be used
with the proper AO and AU mating parts. Example: use 0.015 oversize piston and piston
rings with 0.015 oversize cylinder assembly.
C-3. Torque
Torque hardware with calibrated torque wrenches according to Appendix B specifications.

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C-4. Safety Wiring Hardware
Safety wiring secures two or more parts together so any tendency of the parts to loosen
will be counteracted by increasing the tension on the safety wire attached to the other
part(s). The only way to loosen the fasteners is to remove the safety wire. Always use new
safety wire to secure hardware. Safety wire on these engines must conform to MS20995
Condition A.
1. Verify the hardware (bolts or nuts) to be safety wired has been correctly torqued to
Appendix B specifications.
CAUTION: Do not apply torque above or below specified limits to
align holes.
2. Insert half of the required length of new safety wire through the first piece of
hardware and do the following:
a. For right-hand threaded hardware, install the safety wire so the strand will pull
and lock clockwise.
b. For left-hand threaded hardware, install the safety wire so the strand will pull and
lock counter-clockwise.

Figure C-1. Right-hand-thread safety wire installation

(Reverse application for left hand threads)
3. As shown in Figure C-1, bend the safety wire to tightly loop around the head of the
hardware so force is exerted in the tightening direction. Ensure there is no slack in

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the loop and the loop is under the protruding strand that will wrap around the
opposing piece of hardware to ensure the loop is held in place on the first device. Pull
the protruding strand of safety wire with pliers until it is taut (but not overstressed).
4. While keeping the protruding strand of safety wire taut, twist the strands (based on
the wire gauge specified below) until the twisted part is just short of a hole in the
next unit. The twisted portion should be within one-eighth (1/8) inch from the hole in
either unit:
a. Twist 0.032” diameter safety wire at a rate of 7 to 10 twists per inch.
b. Twist smaller diameter safety wire at a rate of 9 to 12 twists per inch.
5. Pull the braided safety wire strand with pliers until it is taut (but not overstressed).
6. Insert the uppermost strand through the hole in the second piece of hardware.
7. Bend and wrap the twisted wire braid around the second piece of hardware, pulling
the wire taut as described in the previous steps, which will counter-lock the hardware
joined by the safety wire. Repeat the previous steps for any subsequent hardware to
be safety wired by this strand. Refer to Figure C-2 for various safety wire patterns.
All safety wire must fit snugly.
8. After safety wiring the last piece of hardware, continue twisting the safety wire to
form a pigtail, providing sufficient twists (four minimum) to ensure the pigtail will
not unravel.
CAUTION: Do not allow the safety wire pigtail to extend above the
bolt head.
9. Trim excess safety wire and bend the pigtail toward the hardware and against the bolt
head flats.

Figure C-2. Safety wire Patterns for Right-Hand Threads

(Reverse the wire orientation for left-hand threads)

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C-5. Tab Washer Installation
Tab washers are used in various locations in Continental Motors engines. Do not re-use
tab washers. Always install new tab washers.
1. Insert the locator tab (bent part of the tab washer) in the predrilled hole.
2. Lubricate and torque hardware to Appendix B specifications.
3. Using a soft drift, bend the locking tabs up to rest against the bolt or nut flats as
shown in Figure C-3. Ensure the lock tabs rest firmly against the hardware as shown
in top and side views of Figure C-3 to properly lock the fastener in place and prevent
the lock tabs from breaking off.

Locator Tab

Lock Tab
Lock Tabs
Top View Side View

Figure C-3. Tab Washer Installation

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C-6. Helical Coil Insert Replacement
Helical coil inserts are made of wire with a diamond-shaped cross section forming both a
male and female thread. Helical coil inserts are factory-installed in various tapped holes of
some engine components. Stainless steel helical coil inserts of special design are installed
in all spark plug holes.
Tools, inserts, and information are available through HeliCoil®, Emhart Fastening
Teknologies. The latest revision of the manufacturer’s bulletins 959A, 995, 943, T4000,
and 1000 list manual and power-driven installing tools, tang break-off tools, special taps,
plug gauges, and tap/drill information.
Helical coil inserts are available in both National Course and National Fine series in
lengths equal to 1, 1½, and 2 times nominal diameter and in pipe thread sizes. They are
made of carbon steel, phosphor bronze, or stainless steel, as specified by part number.
They are supplied with or without a notch above the driving tang. The notch is provided to
facilitate breaking off the tang in open holes.
When compressed into a special tapped hole at the widest part of the wire between male
and female threads, the diameter of the insert is equal to the nominal screw size. The
special finishing taps size the threaded hole to allow the pitch diameter of the female
thread of the installed insert to conform to Class 3 fit with standard bolt threads or Class 4
(tight) fit with standard-size studs. The difference in fit is due to a difference in pitch
diameters of bolts and studs.
Only one set of helical coil special taps is required for installing these inserts in both bolt
holes and stud holes. Tap drilling depths and tapping depth for helical coil inserts to be
installed in blind holes must conform to the recommendations relative to inserts of length
equal to 2 times nominal diameter, as tabulated in the latest revision of the manufacturer’s
bulletin numbers 1000 and T4000.
Run helical coil tap drills and special taps perpendicular to the machined surface to follow
the alignment of the existing hole.
For drilling and tapping aluminum alloy castings, use a commercial-grade cutting
lubrication oil to prevent overheating of the metal and tearing of the thread.
Helical coils are prohibited in certain areas; verify that a helical coil repair for a certain
area is approved prior to installing the helical coil.
Replace helical coils in approved areas when they are damaged in accordance with the
manufacturer’s instructions.

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C-6.1. Helical Coil Removal
1Procedure
1. Use the proper size extracting tool (Figure C-4) for the nominal thread size.
2. Tap the extracting tool into the helical coil insert until the sharp edges of the tool dig
firmly into the helical coil insert.
3. Turn the tool to the left and back out the helical coil until it is free.

Figure C-4. Helical Coil Extraction Tool

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C-6.2. Helical Coil Insertion
1Procedure
1. Blow all debris and liquid out of the tapped hole.
2. Use a proper size installation tool and slide the new helical coil insert over the slotted
end of the driving mandrel of the tool.
3. Engage the driving tang (bent end) of the helical coil in the mandrel slot.
4. Wind the insert slowly into the tapped hole (as shown in Figure C-5).
5. The outer end of the insert must lie within the first full thread of the hole.
6. Break off the driving tang of a notched helical coil by bending it back and forth
across the hole with long, needle nose pliers or with a special tang break-off tool.
7. Once the helical coil insert is installed, the remaining wall thickness (edge distance)
to the helical coil must not be less than one half the helical coil diameter or 0.08
inches, whichever is greater.
WARNING
On the crankcase, the 2 and 4 o'clock cylinder deck stud
positions must not be repaired by helical coil insert installation.

Figure C-5. Installing a Helical Coil Insert

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C-7. Stud Replacement
Studs that are damaged or broken must be replaced. Rosan® ring-locked studs are installed
in the cylinder exhaust ports. These studs are either “size-on-size” or “step type.”
The step type captive lock ring studs have a larger lock ring than the size-on-size type. The
size-on-size captive lock ring studs utilize a small external diameter lock ring for
applications where edge distance is a factor. The lock ring is so small in diameter that the
use of a typical Rosan® “SM” or “BT” series-milling tool is impractical and could cause
unwanted removal of cylinder head material in the lock ring area.
C-7.1. Stud Removal
NOTE: For Rosan® Size-on-Size Stud Removal, refer to instructions in
Section C-8. To remove Rosan® Step-Type Stud Removal, refer to
instructions in Section C-8.
For standard stud removal:
1. Place a stud extractor tool on the stud to be removed and turn the tool slowly to avoid
heating the casting.
2. To remove a stud which cannot be removed with a standard stud extractor tool, drill a
hole matching the diameter of a splined stud extractor tool through the center of the
stud. Insert the splined stud extractor through the drilled center of the stud and
unscrew the stud.
3. Examine the course thread end of the damaged stud before discarding it to determine
the correct stud size for oversize replacement stud.
C-7.1.1. Size-on-Size Rosan® Stud Removal
To prevent damage to the engine cylinder, use the following instructions when removing a
Size-on-Size Rosan® stud.
1. Carefully cut the damaged stud flush with the cylinder head. Do not come in contact
with or mark the cylinder head.
2. Score the remaining portion of the stud with a center punch.
3. Position the proper size primary removal drill (Table C-1) directly over the center of
the stud and drill to the depth specified in Table C-1.
4. Center the secondary removal drill (Table C-1) over the small hole and drill to the
depth specified in Table C-1. This method should cut the engagement between the
stud serrations and the internal serrations of the lock ring.
5. The remaining lock ring will have a very thin wall. Carefully use a sharp punch to
break away the remaining portion from the cylinder head.
6. Drive an “Ezy Out” bolt extraction tool into the small hole in the stud and apply
removal torque.
7. Remove the stud and clean the hole.

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Table C-1. Rosan® Stud Primary & Secondary Bore Specifications

Cylinder Exhaust Port Stud Primary Removal Drill Secondary Removal Drill
Minimum (+0.015)
Basic Stud Number Diameter Depth Diameter Depth
(0.164 dia.) SFC164 1/16(0.062) 0.250 3/16(0.188) 0.080
(0.190 dia.) SFC190 1/16(0.062) 0.250 7/32(0.219) 0.090
(0.250 dia.) SFC250 3/32(0.093) 0.250 19/64(0.296) 0.105
(0.312 dia.) SFC312 1/8(0.125) 0.312 R(0.339) 0.120
(0.375 dia.) SFC375 1/8(0.125) 0.375 13/32(0.406) 0.120

C-7.1.2. Step-Type Rosan® Stud Removal

There are two methods for removing step-type Rosan® studs. The first method uses a
special tool; the second method provides machining instructions to cut the stud, drill a
pilot hole and remove the stud with an bolt extractor.
C-7.1.2.1. Step-Type Rosan® Stud Removal Method 1
1. Use the Rosan® Stud Remover (Figure C-6 and Figure C-6Figure C-7) to mill the
lock ring to the appropriate depth.
2. Apply removal torque to remove the stud.
3. Lift out the remaining portions of the lock ring.
4. Carefully use a sharp punch to break away the remaining portion of the stud from the
cylinder head.

Figure C-6. Rosan® Stud Removal Tool

Figure C-7. Rosan® stud removal tool installed on stud

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C-7.1.2.2. Step-Type Rosan® Stud Removal Method 2

1. Follow the “Size-on-Size Rosan® Stud Removal” instructions in Appendix C-7.1.1.
2. Select the appropriate removal drill sizes with regard to the stud end dimension.
NOTE: Example: To remove a step-type stud with a 0.250-inch diameter
nut end and a 0.312- inch diameter stud end, use the appropriate removal
drill for a 0.312-inch “size-on-size” stud.
C-7.2. Stud Installation
Standard studs may be replaced using the instructions in this section. For “Rosan® Stud
Installation”, refer to instructions in Appendix C-7.2.1.
1. Standard studs have no marking. Refer to the table below to determine the proper
stud size required or to identify oversize studs.

Figure C-8. Stud Sizes

2. Clean the casting tapped hole with solvent and blow dry any debris or liquid out of
the hole using compressed air.
3. Examine the thread. If it is not torn, obtain the next larger oversize stud. If the old
stud was of the maximum oversize or if the thread is damaged, tap the hole and insert
a helical coil insert according to instructions in Appendix C-6.2.
WARNING
Helical coils can only be installed where authorized.
4. A helical coil insert (Figure C-9) may be used on a rocker shaft retaining stud
provided that a minimum wall thickness of more than half of the helicoil diameter
remains after tapping for the helical coil insert.
5. If the hole is blind or if the hole goes through to a cavity subject to leakage, coat the
new stud’s course thread with Pat No. 646941 High Strength Adhesive.
6. Drive the new stud with a tee handle stud driver. Turn it slowly and compare the
torque values listed in Appendix B.

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7. Drive the stud in until it reaches the desired length specified in Appendix D.

Figure C-9. Minimum Material Thickness for Helical Coil insertion

C-7.2.1. Rosan® Stud Installation
Any type of Rosan ® stud (size-on-size type or step type) may be installed using the
appropriate wrench. Install the stud to the dimensions specified in Figure C-10.
CAUTION: Location of the flange is important in preventing the lock
ring drive tool from making contact with surface “A” in Figure C-
10. Any impact or pressure on surface A may damage the threads in
the cylinder head resulting in a loose fit.

Figure C-10. Rosan® Stud Installation Dimensions

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C-8. Cotter Pin Installation
Cotter pins are not reusable. Replace used cotter pins with the specified new cotter pins
made of corrosion-resistant steel.
1. Install the nut on the bolt.
2. Torque the nut where the cotter pin is to be inserted to the lowest torque setting for
the fastener specified in Appendix B.
3. If the slots in the nut do not align with drilled hole in the bolt, gradually increase the
torque until the slot and hole align. Do not exceed the upper limit of the fastener
torque specification. Change the nut if necessary.
4. Insert the cotter pin through a hole with the head seated firmly in the slot of the nut.
5. Spread the exposed ends of the cotter pin. Bend the ends over the flat on the nut and
the end of the bolt.
CAUTION: Do not use side-cutting type pliers to bend back the
cotter pin ends. These pliers cause nicks which can weaken the cotter
pin to the extent that it can become detached.
6. Seat the ends firmly against the bolt and nut (Figure C-11).
7. Trim the protruding ends as necessary.
8. All cotter pins must fit snugly in holes drilled in specific hardware. On castellated
nuts, unless otherwise specified, the cotter pin head must fit into a recess of the nut
with the other end bent such that one leg is back over the stud and the other is down
flat against the nut as shown in Figure C-11.

Figure C-11. Cotter Pin Installation

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C-9. Fuel System Service
CAUTION: Fuel system contamination may lead to component
damage, erratic engine operation, loss of power, or engine
shutdown. Flush new fuel system parts, hoses and test equipment
prior to connection to the system.
Fuel system service includes any inspection, service or repair action which requires
opening fuel system connections, including engine operational checks. Avoid introducing
contaminants into the fuel system:
• Exercise caution when installing fuel injection system parts
• Clean surrounding component surfaces and fittings before removing parts or
disconnecting hoses or fittings
• Cap or plug open fuel system hoses or fittings immediately upon disconnection. Caps
and plugs should remain in place until the time of reassembly
• Use only clean tools and test equipment
• Purge fuel system components, regardless of source, at the time of installation
C-9.1. Fuel System Purge
1. Remove the cap from the fuel inlet fitting of the fuel system component (hose, pump,
manifold valve, fuel control unit, inline filter, or test equipment).
2. Connect the aircraft or engine fuel supply to the inlet fitting and tighten to prevent
leakage.
3. Connect a clean section of fuel hose to the component fuel outlet(s) and direct the
end of the hose through a paper filter in to an approved fuel container.
4. Turn the fuel selector valve ON.
5. Allow at least one quart (.95L) of fuel to flow through the component in to the paper
filter. If the component features a mixture or throttle control lever, cycle the lever
through the full range of operation several times while fuel is flowing through the
component.
6. Turn the fuel selector valve OFF and inspect the filter for contamination. If
contamination is found, troubleshoot and correct the source of the contamination
before proceeding with component installation. Replace the paper filter and repeat
the fuel system purge process until no contamination is found in the filter.
7. Proceed with component installation according the appropriate instructions in the
manual.

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C-10. Gasket Maker® Application

Gasket Maker is an easily workable tacky gel which can be applied onto one side of a
flange surface from a tube and evenly spread.
WARNING
Do not apply any form of sealant to the crankcase cylinder
deck, chamfer, cylinder mounting flange, cylinder base O-ring,
or cylinder fastener threads. The use of RTV, silicone, Gasket
Maker or any other sealant on the areas listed above during
engine assembly will cause a loss of cylinder deck stud or
through-bolt torque. Subsequent loss of cylinder attachment
load, loss of main bearing crush and/or fretting of the
crankcase parting surfaces will occur. The result will be
cylinder separation, main bearing movement, oil starvation and
catastrophic engine failure. USE ONLY CLEAN 50 WEIGHT
AVIATION ENGINE OIL ON SURFACES LISTED.
1. Verify the surface where the sealant will be applied is clean and free of nicks, burrs,
oil, and grit.
2. For the engine nose seal, apply Part No. 653692 General Purpose Primer to prepare
the sealant surface before applying Gasket Maker at the engine nose seal area.
3. Apply and spread a thin, translucent coat of Part No. 646942 Gasket Maker (not to
exceed 0.010 inches in thickness) to the surface directly from the tube. For small
parts, use a polyester urethane sponge or a short nap roller saturated with Gasket
Maker to apply the sealant to the part.
4. Once Gasket Maker has been applied, evenly torque the assembly into place.
5. Wipe away excess sealant with chlorinated solvent.
6. To remove Gasket Maker from your hands, apply waterless mechanics hand soap
followed by soap and water.

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C-11. Gasket Installation
WARNING
Do not apply any form of sealant to the crankcase cylinder
deck, chamfer, cylinder mounting flange, cylinder base O-ring,
or cylinder fastener threads. The use of RTV, silicone, Gasket
Maker or any other sealant on the areas listed above during
engine assembly will cause a loss of cylinder deck stud or
through-bolt torque. Subsequent loss of cylinder attachment
load, loss of main bearing crush and/or fretting of the
crankcase parting surfaces will occur. The result will be
cylinder separation, main bearing movement, oil starvation and
catastrophic engine failure. USE ONLY CLEAN 50 WEIGHT
AVIATION ENGINE OIL ON SURFACES LISTED.
Gaskets and components must be properly positioned with the
hardware torqued and safety wired, as required, during
assembly to prevent oil loss.
Install only new gaskets. Prior to installation, inspect each gasket for brittleness, cracks,
wrinkles, damage, or deformities. Do not use a gasket with obvious defects, even if new;
replace with a new manufacturer-specified gasket. Verify that gasket surfaces are clean
and free of nicks, burrs, oil, and grit.
CAUTION: Do not install brittle, dirty, cracked, or wrinkled gaskets.
Never reuse a gasket removed during disassembly.
1. Apply a thin coat of Part No. 642188 Gasket Sealant to both sides of the gasket
unless otherwise specified.
2. Install the gasket, following the contour of the mating surface.
3. Install the assembly and evenly torque the hardware to Appendix B specifications to
prevent damage to the gasket
4. Safety wire the hardware where indicated.

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C-12. Hose and Tubing Installation
Hoses and tubing to fuel, induction, lubrication, and turbocharger system fittings must be
properly installed.
WARNING
Failure to properly support component fittings can result in
fitting and/or component damage and a resulting loss of system
pressure or fluid.
1. Use a wrench on both mating connections to avoid applying excessive torque to the
fittings. Securely tighten fittings and torque to the specified value in Appendix B.
Torque the hose or tubing end fitting while maintaining sufficient force on adjacent
fittings to prevent twisting and shear loads.
CAUTION: Do not exceed specified torque values
2. Support the last fitting in the assembly on components that contain multiple fittings
coupled in one location. DO NOT over-torque fittings.

TORQUE WRENCH

TORQUE WRENCH

OPEN END/ FLARE

NUT WRENCH

OPEN END/ FLARE

NUT WRENCH

Figure C-12. Installing Hoses and Fittings

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C-13. Harness Routing
1. Inspect all proposed harness routes. Consider normal movement and relative motion
of the various engine or aircraft parts that will be attached to the harness.
2. Do not route harnesses near belts or pulleys without the use of belt guards; belt
failure may damage the wiring harness.
3. Do not secure the harnesses to fuel lines.
4. Use cushion clamps, with stand--off spacers, where necessary to secure the harness
to existing baffle supports and brackets where practical.
5. Secure harnesses to minimize the possibility of chafing, vibration, and excessive heat
exposure.
6. The largest allowable unsecured segment of wiring harnesses is eight (8) inches
(20.32 cm).
7. Route the wiring harnesses through baffles where necessary. All baffle penetrations
by a harness must be lined with a suitable grommet to prevent damage.

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