O-470-A, B, E

G, J, K
L, M, R
S&U

CONTINENTAL® AIRCRAFT ENGINE

OPERATOR’S
MANUAL

FAA APPROVED

Publication X30097
©
CONTINENTAL MOTORS, INC. AUGUST 2011
Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part
No. X30097, dated April 1985. Previous editions are obsolete upon release of this manual.

Effective Changes for this Manual

0........................April 1985
1............... 31 August 2011

List of Effective Pages

Document Title:O-470 Series Engine Operator’s Manual
Publication Number: X30097 Initial Publication Date: April 1985
Page Change Page Change Page Change Page Change
Cover ..............................1
A......................................1
i .......................................1
ii thru vi............................0
1-1 thru 1-2 .....................0
2-1 thru 2-6 .....................0
3-1 thru 3-12 ...................0
4-1 thru 4-4 .....................0
5-1 thru 5-24 ...................0
6-1 thru 6-8 .....................0
7-1 thru 7-4 .....................0
8-1 thru 8-6 .....................1
9-1 thru 9-8 .....................0
10-1 thru 10-8 .................0
11-1 thru 11-6..................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-470 Series Engine Operator’s Manual

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

THIS MANUAL CONTAINS NO WARRANTIES,

EITHER EXPRESS OR IMPLIED. THE
PURPOSE OF THE DATA PRESENTED IS
INSTRUCTION, INFORMATION, AND SAFETY.

Continental Motors engine operating instructions

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

i
 TABLE OF CONTENTS

Page

INTRODUCTION vi

SECTION
I Design Features 1-1

II Specifications and -Limits .................... 2-1

III Normal Operating Procedures ................ 3-1

IV In-Flight Emergency Procedures .............. 4-1

V Engine Performance and Cruise Control ....... 5-1

VI Abnormal Environmental Conditions ......... 6-1

VII Engine Description ......................... 7-1

VI I I Servicing and Inspection ..................... 8-1

IX Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

X Storage and Removal From Storage .......... 10-1

XI Glossary. ... . . . . . . . . . . . .. . . . . . . . . . . . . . . . .. 11-1

ii
 -----~--l

LIST OF IttUSTRATIONS

FIGURE PAGE

Sea Level Performance for 0-470-A 5-3

2 Altitude Performance for 0-470-A ............ 5-4
3 Sea Level Performance for 0-470-8 ........... 5-5
4 Altitude Performance for 0-470-8 ............ 5-6
5 Sea Level Performanee for 0-470-E ........... 5-7
6 Altitude Performance for 0-470-E ............ 5-8
7 Sea Level Performance for 0-470-G .......... 5-9
8 Altitude Performance for 0-470-G ............ 5-10
9 Fuel Flow Limits for 0-470-G ................. 5-11
10 Sea Level Performance for 0-470-J ........... 5-12
II Altitude Performance for 0-470-J ............ 5-13
12 Fuel Flow Limits for 0-470-J ................. 5-14
13 Sea Level Performance for 0-470-K&L .. . . . . .. 5-15
14 Sea Level Performance for 0-470-R&S ......... 5-16
15· Altitude Performance for 0-470-K,L,R&S . . . . .. 5-17
16 Fuel Flow Limits for 0~470-K,L,R&S .......... 5-18
17 Sea Level Performance for 0-470-M .......... 5-19
18 Altitude Performance for 0-470-M ........... 5-20
19 Fuel Flow Limits for 0-470-M ............... 5-21
20 Sea Level Performance for 0-470-U .......... 5-22
21 Altitude Performance for 0-470-U ............ 5-23
22 Fuel Flow Limits for 0-470-U ............ ;... 5-24
23 Lubrication Diagram ....................... 7-2
24 Wiring Diagram ............................ 7-3

iii
 INTRODUCTION

This booklet is intended to provide pilots, operators and main-

tenance personnel with recommended procedures relating to engine
operation, servicing and periodic maintenance. Subjects are limited
to engine operation and inspection normally carried out on engines
installed in aircraft. No effort is made herein to describe extensive
repair work or overhaul. For such instructions, refer to the appli-
cable overhaul manual. Careful observation of operating limits and
compliance with recommen~ed inspection procedures herein will
result in greater engine relia bility.

The operating instructions outlined in this manual have been

developed for general airframe installation; for a particular air-
frame, refer to the appropriate aircraft operator's manual. Recom-
mendations, cautions and warnings regarding operation of this
engine are not intended to impose undue restrictions on operation
of the aircraft, but are inserted to enable the pilot to obtain
maximum performance from the engine commensurate with safety
and efficiency. Abuse, misuse or neglect of any piece of equipment
can cause eventual failure. In the case of an aircraft engine it should
be obvious that a failure may have disastrous consequences. Failure
to observe the instructions contained in this manual constitutes
unauthorized operation in areas unexplored during development of
the engine, or in areas in which experience has proved to be un-
desirable or detrimental.

Notes, Cautions and Warnings are included throughout this

manual. Application is as follows:

NOTE: Special interest information which may facilitate the

operation of equipment.

CAUTION: Information issued to emphasize certain instructions

or to pre\'ent possihle damaRe 10 el1Rine or accessories.

WARNINGS: Information which, if disregarded, may result in

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

iv
Users are advised to keep up with latest information by means of
service bulletins, which are available for study at any approved
Teledyne Continental Motors Distributor location, and are also
available on an annual subscription basis. Subscription forms are
available at Distributors or from Teledyne Continental Motors,
P.O. Box 90, Mobile, Alabama 36601, Attention: Publications
Department.

WARNING ... This engine must be installed in accordance

with all requirements ang limitations listed in the Specifi-
cations and Limits for Teledyne Continental Aircraft
Engines.

v
- -.-=.~.=~==~~~-------------------------.----~----
 SECTION I
DESIGN FEATURES

The engines have overhead valve cylinders with 5.00 inch bore, 4.00
inch stroke, 471 cubic inch displacement and a compression ratio of
7.0:1. The exception is a compression ratio of 8.0:1 for the 0-470-B,
G & M Engines and 8.6: I for the 0-470-U. The cylinders have down-
directed exhaust outlets. All models with the exception ofO-470-A,
E & J, have rotation provided for the exhaust valves by the use of
rotators. The crankshaft is equipped with pendulum-type torsional
damper weights. The engines have removable-type hydraulic
tappets. Tappets, pushrod ends and rocker arm bearings are lubri-
cated by the engine main oil pressure system.

The engines are furnished with a direct cranking starter and a belt-
driven generator or alternator. The exhaust systems are not
supplied with the engines. The engine main fuel filter, engine
cntrols, vacuum pump and propeller governor are furnished by the
aircraft manufacturer.

The relatively high power delivered by the engines, per pound of

weight, is achieved by utilization of carefully selected high strength
materials, by improvements in design calculated to make the most
of these high quality materials, and by very close control of critical
dimensions, surface finishes, heat treatment and hardening
processes. Careful work has produced more rugged engines than
could be built by less exacting methods; however, no amount of
ruggedness built into an engine will enable it to withstand serious
mistreatment. Overheating, neglect and inferior fuels and lubricants
will seriously affect engine performance, particularly when the
specific power rating is high and each part must be free to function
properly in order to withstand the imposed loads with minimum
wear. These considerations are mentioned here in order to empha-
size the necessity of using only the manufacturer's recommended
gasoline and oil and of keeping the fuel, oil and air filters clean. The
octane rating of engine fuel should be as specified under detailed
specifications in Section II.

1-1
~-----------------------------------------------------------------------------------
 SECTION II
SPECIFICATIONS AND LIMITS

DETAILED SPECIFICATIONS

This specification is for the 0-470 series Aircraft Engines which

have:

FAA Type Certificate Number ......................... 273

RATINGS:
Maximum continuous, sea level BHP - RPM .... see page 2-4
Manifold Pressure, in. Hg. at Sea Level .............. N / A
Manifold Pressure, in. Hg. Critical Altitude (Feet) ..... N /A

CYLINDER DATA:
Number of Cylinders ................................... 6
Displacement (Cubic Inches) ........................... 471
Bore and Stroke (Inches) ....................... 5.00 X 4.00
Compression Ratio ........................... see page 2-4

PROPELLER DRIVE DATA:

Type ............................. Flanged, 6 Bolt ARP 502
Direction of Rotation ........................... Clockwise
Ratio (To Crankshaft) ............................. Direct
Vibration Dampers, Number and Order ... One 6th, One 4-1/2
(0-470-V ................. Two 6th, One 5th, One 4-1/2)

FUEL SYSTEM:
Type .............................. Carburetor, see page 2-5
Fuel-Aviation Gasoline (Grade Min.) ........... see page 2-4

2-1
LUBRICATION SYSTEM:
Oil Specification ................................ MHS-24
Oil Grade (SAE)
Above 40°F. Ambient Air (Sea Level) .................. 50
Below 40°F. Ambient Air (Sea Level) ........ 30 or IOW-30
All Temperatures .............. Multiviscosity, see page 7-3
Sump Capacity, Quarts Maximum ............. see page 2-4
Usable Oil Quarts 15° Nose Up ........................ 6
Usable Oil Quarts 15° Nose Down ...................... 6

IGNITION SYSTEM:
Timing (0 BTC) ............................... see page 2-5

See appropriate parts catalog and specification list for accessories

pertaining to your engine model.

2-2
 DETAILED SPECIFICAT
ENG

A B E G J
Basic Engine Dry Weight,
Not Including Listed
~
I
Accessories ........................ Ibs. 380.96 409.50 389.58 431.60 380.
~
Total Engine Dry Weight,
With Accessories (subject to
Production Variation of 2.5%) ....... Ibs. 414.93 450.00 395.18 466.50 414.

·with 15 limp generator 450.00 Ibs.

with 25 amp generator 454.25 Ibs.
 DETAILED SPECIFICA
EN

A B E G
Type Certificate Number 273 273 273 273
Number of Cylinders 6 6 6 6
Cylinder Bore (inches) 5.00 5.00 5.00 5.00
Piston Stroke (inches) 4.00 4.00 4.00 4.00
Total Displacement (cubic in.) 471 471 471 471

Compression Ratio 7.0:1 8.0:1 7.0:1 8.0:1

Rated Maximum Continuous BHP 225 240 225 240
N Rated Maximum Continuous RPM 2600 2600 2600 2600
"" Rated Take-Off HP 225 240 225 240
I

Rated Maximum Take-Off RPM 2600 2600 2600 2600

Recommended Cruise RPM 2300 2300 2300 2300

Recommended Cruise Manifold
Pressure (in. Hg.) 23 23 23 23
Minimum Fuel Grade 80 J 100ll 80 J 100l
Oil Pressure (cruise - Ib./sq. in.) 30-60 30-60 30-60 30-60

Oil Pressure Minimum (idling - Ib./sq.in.) 10 10 10 10

Oil Sump Capacity (qts.) 12 12 12 12
Minimum Oil Le\'el for Operation -- - - I ,miCA ED B
Minimum Oil Consumption at Rated
Power & RPM (Ibs. BHP 'hr.) .018 .015 .018 .015
--- - - - - - - - - - - _ . . _--- ----
 ENG
A B E G
Minimum Oil. Temperature for Take-Off 0 F. 75° 75° 75° 75°
Maximum Allo\\'iible Oil Temperature ·225° 225° 225° 225°
I
Maximum Allowable Cylinder Head
Temperature 450 4 475 4 450 4 460 4
Carburetor Marvel Bendix Bendix Bendix
Scheb. Strom. Strom. Strom.
Type MA-4 PSD- PSD- PSH-
-5 5C 5C 5BD
(float)
F~el Pressure (psi) 1.5-9 I 9-11 9-11 9-11

Approximate Fuel Consumption

N
I (gal.l hr.) - - -t-- S~
-l---+
VI
Firing Order

Ignition Timing
Right Magneto BTC 26° 24° 26° 24°
Left Magneto BTC 26° 24° 26° 24°
Magneto Manufacturer Model No. S6RN- S6RN- S6RN- S6RN-
25 25 25 25
Approved Spark Plugs f---+-- SEJ: SER'
Valve Rocker Clearance -1.---4

o 1001.1. rna\' he substituted when XO octane is unavailahle.

o Ahove 75% power .OOH. up to 75% power .000,

o
G 0-470-S - 240 0 F.

o
Indicates temperature measured hy plug-type thcrm()(:oupic in tapped opening at ho
One each SliRN-201 (I.) & SoRN-205 (R): or two SliRN-2S: or two Slick Eil:ctro N
 SECTION III NNNO

ROCEDURE

CA LIT/ON . .. This se("fion pertains to/light operations conducted

under" Standardized Day" conditions. The pilot should thoroughly
familiari::e himself with the Section on Abnormal Operating
COfl(/iliof1.\'. Whene\'er such abnormal condilions are encoul1lered
or alllicipaled. Ihe procedures and Techniques/or normal operaTion
should he lailored {[ccordingZI', For example, tithe aircraft is 10 be
Temporarily operaled ill exTreme cold or hot lI'emller, consideraTion
should be given To all early oil change and/or a rOUTine inspection
sen'icing.
GENERAL

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

the instructions contained in this manual carefully.

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

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

The minimum grade aviation fuel is 80 octane for models A. E. J, K,

L, Rand Sand 1001 100lL for models B, G, M, U. A grade offuel
other than that specified should be limited to emergencies only. In
case the grade required is not available, use a higher rating. Never
use a lower rated fuel. Using higher octane fuels may cause higher
cylinder temperatures and engine instruments should be closely
monitored, staying within normal limits. (See Section II) ..

WARNING ... The use of a lower octane rated fuel can

cause pre-ignition or detonation, which can damage an
engine the first time high power is applied. This will most
likel)' occur on takeoff. If the aircraft is inadvertently
serviced with the wrong grade of fuel, completely drain and
properly service fuel tank/tanks.

NOTE ... The following checklists are general in nature, since the
various airframelpowerplant combinations are not necessarily the
same in setup and layout. Consult your own pilot's operating hand-
book for the specific challenge and response checklists required for
your aircraft.
3-1
PRESTARTING

Before each flight the engine and propeller must be examined for
damage, oil leaks, security and proper servicing.

I. Place the ignition switch to the "OFF" position.

2. Operate all controls and check for binding and full range of
travel.

3. Assure that fuel tanks contain proper grade and quantity of

fuel.

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

clean container. If water or foreign matter is noted. continue drain-
ing until only clean fuel appears.

5. Check oil level in sump.

6. Check cowling for security.

STARTING

I. Fuel Selector - ON, appropriate tank.

2. Propeller Control - HIGH RPM.

3. Mixture Control - FULL RICH

4. Battery Switch - ON.

5. Throttle - FULL OPEN.

6. Boost Pumps or Primer - ON. 2 to 3 seconds.

7. Throttle - 1/2 INCH OPEN.

8. Magneto/Start Switch - START position.

Release the Magneto/Start Switch to BOTH position as soon as the

engine starts.

3-2
CA UT/ON ... Do nol el1RaRe Ihe .\'Iarter when Ihe engine is running
as Ihis lI'ill danlage Ihe :\'tarter, Do nol crankfor/onger than thiN.\'
seconds al a lime. as Ihis may cause Ihe starter molOr to overheat. If
Ihe ellRine does 1101 Slarl ({Iier Ihirl.\' seconds of cranking. allow a 3
105 lIIinllfe cooling period before allempling to restart.

CAUTION . .. If ellRine kicks hack II'hen slarting. DO NOTallempt

10 Slarl. The ignition .\·Ial'ling system is inoperative and must be
repaired hefore damaging Slarler adapter assembly.

( ('old Starts)

a. Throttle - FULL OPEN.

b. Mixture Control - FULL RICH.

c, Primer - ON, 2 to 3 seconds.

d. Throttle - 1/2 INCH OPEN.

e. Magneto/Start Switch - START position.

f. Once engine starts, it may be necessary to keep engine running

with primer.

g. Magneto/Start Switch - BOTH position.

(Flooded Engine)

a. Mixture Control - IDLE CUT-OFF.

b. Throttle - FULL OPEN.

c. Magneto/Start Switch - START.

d. Once engine starts, release Magneto/Start Switch to BOTH.

Retard the throttle to 1000 RPM and slowly advance the mixture
control to FULL RICH position.

3-3
(Hot Starts)

a. Throttle - FULL OPEN.

b. Mixture Control· IDLE CUT-OFF.

c. Boost Pump - (if airframe equipped) ON, 10-15 seconds or until

the fuel pumping pulsations stabilize.

d. Mixture Control - FULL RICH. momentary priming may be

required.

e. Throttle - Retard to 1/2 INCH.

f. Magneto/Start Switch - START position.

g. Once engine starts, release Magneto/Start Switch to BOTH.

STARTING (Cont'd.)

9. Throttle 1000 to 1500 RPM.

10. Oil Pressure - ABOVE 30 POUNDS WITHIN 30 SECONDS.

II. Alternator Switch - ON.

12. Use the same procedure to start other engine, if operating a

twin engine installation.

GROUND RUNNING: WARM-UP

Teledyne Continental aircraft engines are aircooled. and therefore

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

I. Head the aircraft into the wind.

2. During ground operations the propeller should be in the "Full

Increase" RPM position.

3-4
3. Avoid prolonged idling at low RPM. Fouled spark plugs can
result from this practice.

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

Altitude Airports," Section VI for exceptions).

5. Warm-up 900-1000 RPM.

PRE-TAKEOFF CHECK

I. Maintain engine speed at approximately 1000 to 1500 RPM for

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

2. Advance throttle slowly until tachometer indicates an engine

speed of 1200 RPM. Allow additional warm-up time at this speed
depending upon ambient temperature. This time may be used for
taxiing to take-off position. The minimum allowable oil tempera-
ture for run-up is 75° F.

CAUTION . .. Do not operate the engine at run-up speed unless oil

temperalllre is 75° F. minimum.

3. Perform all ground operations with cowl flaps, if installed, full

open, mixture control in "FULL RICH" and the propeller control
set for "Full Increase" RPM (except for brief testing of propeller
governor).

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

and testing.

5. Increase engine speed to 2000 RPM only long enough to

perform the following checks:

a. Magnetos: With both magnetos "ON", position the right

magneto switch "OFF" and note engine RPM; now back to bot h
magnetos "ON" to clear the spark plugs. Then position the left
magneto switch "OFF" and note engine RPM. Now return
switch to both magnetos "ON". The difference between the two

3-5
 magnetos operated individually should not differ more than 50
RPM with a maximum drop for either magneto of 150 RPM.
Observe engine for excessive roughness during this check.

If no drop in RPM is observed when operating on either

magneto alone, the switch circuit should be inspected.

WARNING . . . Absence of RPM drop when checking

magnetos may indicate a malfunction in the ignition circuit.
This type of malfunction should be corrected prior to con-
tinued operation of the engine. Should the propeller be
moved by hand (as during preflight) the engine may start
and cause injury to personnel.

CAUTION . .. Do not underestimate the imporlance of a pre-

takeoff magneto check. When operating on single ignition. some
RPM drop should be noted. Normal indications should be a 25-75
RPM drop and slight engine roughness as each magnelo is switched
o.ff. Absence o.f a magneto drop may be indicative (~f an open switch
circuit or an improperly timed magneto. A drop in RPM that
exceeds 150 may indicate a faulty magneto or fouled spark plugs.

b. Minor spark plug fouling can usually be cleared as follows:

(I) Magnetos - Both On.

(2) Throttle - 2200 RPM.

(3) Mixture - Move toward idle cutoff until RPM peaks

and hold for ten seconds. Return mixture to full rich.

(4) Magnetos - Recheck (per paragraph 5a).

If the engine is not operating within specified limits, it

should be inspected and repaired prior to continued opera-
tional service.

CA UTION . . . Avoid prolonged single magneto operation to

preclude fouling o.f the spark plugs.

3-6
 c. Check throttle and propeller operation.

(I) Move propeller governor control toward low RPM

position and observe tachometer. Engine speed should de-
crease to minimum governing speed (200-300 RPM drop).
Return propeller control to "Full Increase" RPM. Repeat
this procedure two or three times to circulate warm oil into
the propeller hu b.

(2) In aircraft installed with full feathering propellers,

move propeller to "feather" position. Observe for 300 RPM
drop below minimum governing RPM, then return control
to "full increase" RPM position.

CA UT/ON . .. Do not operate the engine at a speed in excess of2000

RPM longer than necessary 10 test operation and observe engine
instruments. Proper engine cooling depends uponforward speed of
the aircraft. Discontinue testing ((temperature or pressure limits are
approached.

6. Instrument Indications

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

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

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

c. Cylinder Head Temperature: Any temperature in excess of the

specified limit may cause cylinder or piston damage. Cooling of the
cylinders depends upon the cylinder baffles· being positioned
properly on the cylinder heads, barrels and in other locations in the
pressure compartment to direct air between the cylinder fins. Fuel
and air mixture ratio will affect cylinder temperature. Excessively

3-7
lean mixture causes overheating even when the cooling system is in
good condition. High power and low air speed, or any slow speed
flight operation, may cause overheating by reducing the cooling air
flow. The engine depends upon ram air flow developed by the
forward motion of the aircraft for adequate cooling.

d. Battery Charging: The ammeter should indicate a negative

charging rate while the engine is being started. The ammeter reading
should return to the positive side as soon as the engine starts and
RPM increases. A low cha~ging rate is normal after the initial
recharging of the battery. A zero reading or negative reading with
electrical load may indicate a malfunction in the alternator or
regulator system.

TAKEOFF

I. Position mixture to "FULL RICH". Where ins~alled, cowl flaps

should be in the "Open" position.

2. Position propeller control in "FULL INCREASE" RPM

position.

3. Position fuel boost pump switch if equipped, as instructed by

aircraft manufacturer.

4. After slowly advancing the throttle to the "FU LL OPEN"

position insure a minimum oil temperature of 75° F.

3-8
 -----~. I
CLIMB

I. Climb at 75% power and above must be accomplished with a

"FULL RICH" mixture setting and cowl flaps, if provided, set to
maintain desired temperature.

2. Reduce to climb power.

NOTE ... Generally. when the aircraft has been configured for
climbout, engine power should be reduced. Recommended power
for normal climb is 75% with a "FULL RICH" mixture setting. If
power settings of greater than 75% are required. particular attention
should be given to cylinder head. EGT. and oil temperatures, and
mixture must be "FULL RICH'~

WARNING ... At power settings above 75%, do not use tbe

E.G.T. gauge as an aid to adjust mixture. Mixture "FULL
RICH" only. If you attempt to determine the "peak" E.G.T.
while the engine is operating above 75% power, you may
experience burned valves, detonation, and possible engine
failure can occur.

3-9
CRUISE
u l
.I

I. Set Manifold pressure and RPM for cruise power selected.

2. When engine temperatures have stabilized at cruise condition

(usually within 5 minutes after leveling ofI), adjust mixture to
obtain specified fuel flow. See Engine Performance and Cruise
Control section of this manual or aircraft manufacturer's instruc-
tions.

3. When a leaned mixture setting is used. and climb power is

desired, the mixture control rhust be returned to "FULL RICH"
before changing the throttle or propeller setting. When reducing
power, retard throttle, adjust R PM and then adjust mixture as
necessary.

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

cruise fuel flow at 75% power and below. a cruise fuel mixture
adjusted to 100°F to 150° F rich of peak will produce the best power
setting. unless a specified setting is required for your particular
model engine.

DESCENT

Descent from high altitude should be accomplished at cruise power

settings, with the mixture control positioned accordingly.

CAUTION . .. Rapid descents al high RPM and idle man(fold

pressure are to be avoided.

During descent, monitor cylinder head and oil temperatures. main-

taining above the minimum specified limits.

NOTE ... Avoid long descents at low manifold pressure. which can
result in excessive engine cooling. Satisfactory engine acceleration
may not occur when power is applied. If power must be reduced for
long periods, adjust propeller to minimum governing RPM and set
manifold pressure no lower than necessary to obtain desired per-
formance. If the outside air is extremely cold, it may be desirable to
add drag (gear, flaps) to the aircraft in order to maintain engine
power without gaining excess airspeed. Do not permit cylinder
temperature to drop below 300° F. for periods exceeding five (5)
minutes.
3-10
LANDING

I. In anticipation of a go-around. with the need for high power

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

NOTE ... Advance mixture slowly toward "FULL RICH'~ If engine

roughness occurs. as may happen at very low throttle settings and
high RPM. it may be desirable to leave the mixture control approxi-
mately 3/4 open until the throttles are advanced above 15 inches of
manifold pressure.

2. Operate the auxiliary fuel pump if equipped. as instructed by

aircraft manufacturer.

ENGINE SHUTDOWN

I. If auxiliary fuel pump has been "ON" for landing. turn to

"OFF':

2. Place mixture control in "IDLE CUT-OFF".

3. Turn magnetos "OFF".

WARNING ... Do not turn the propeller while ignition

switch is in the ''BOTH'~ "LEFT" or "RIGHT" position,
since this could start the engine and cause injury. Do not
turn the propeller of a hot engine, even though the ignition
switch is in the "OFF" position; the engine could "KICK" as
a result of auto-ignition from a small amount offuel remain-
ing in the cylinders.

NOTE ... Good pilot technique is important for long engine life.
Execute all control movements consistently in a smooth. positive
manner.

3-11
 SECTION IV
IN-FLIGHT EMERGENCY PROCEDURES

If a malfunction should occur in flight, certain remedial actions may

eliminate or reduce the problem. Some malfunctions which might
conceivably occur are listed in this section. Recommended cor-
rective action is also included, however, it should be recognized that
no single procedure will necessarily be applicable to every situation.

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

invaluable asset to the pilot in assessing a given situation and deal-
ing with it accordingly.

ENGINE FIRE DURING START

If flames are observed in the induction or exhaust system during

engine starting, follow the aircraft manufacturer's instructions in
their Pilot's Operating Handbook.

ENGINE ROUGHNESS

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

Extreme roughness may be indicative of propeller blade failure. If
any of these characteristics are noted, follow aircraft manufac-
turer's instructions.

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

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

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

Do not arbitrarily go to "Full Rich': as the roughness may be caused
by an overrich mixture.

3. Magnetos - Check. On.

If engine roughness does not disappear after the above, the follow-
ing steps should be taken to evaluate the ignition system.

4-1
I. Throttle - Reduce power until roughness becomes minimal.

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

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

If no improvement in engine operation is noted while operating on

either magneto, return all magneto switches to On.

CA UTION ... The engine may quit completely when one magneto is
switched off. ~fthe other magneto isfault)'. DO NOT turn magnetos
immediate~l' "ON'~ Close the throttle to idle and move the mixture
to idle cutolT before turning the magnetos on. This may prevent a
severe backfirefrom occurring. Once magnetos are turned back on.
advance mixture and throttle to previous settings.

WARNING ... If roughness is severe or ifthe cause cannot

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

ABNORMAL ENGINE INSTRUMENT INDICATIONS

HIGH CYLINDER HEAD TEMPERATURE

1. Mixture - Increase fuel flow.

2. Cowl Flaps - Open.

3. Airspeed - Increase to normal climb or cruise speed.

CAUTION . .. rf temperature cannot be maintained lI'ithin limits,

reduce power. land as soon as pract ;cal. and /wI'e the l'ngine
inspected before .fimher .flight.

4-2
HIGH OIL TEMPERATURE

NOTE ... Prolonged high oil temperature indications will usually

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

1. Cowl Flaps - Open.

2. Airspeed - Increase to normal climb or cruise speed.

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

CA UTION ... {f these steps do not restore oil temperature to

normal, an enginefai/ure or severe damage can result. In this case it
is recommended that the aircrafi manufacturer's instructions he
/()//oll"ed

LOW OIL PRESSURE

CA lITION ... {f the oil pressure drops lInexplainahfl' from the

I/ormal indication, monitor temperature and pressure closefl' and
have rhe engine inspected at termination {~f the /light.
WARNING ... If oil pressure drops below 30 p.s.i. at cruise power,
an engine failure should be anticipated. Follow aircraft manu-
facturer's instructions.
IN-FLIGHT RESTARTING

CA UTION ... Actual Shllldoll'll (~f(Jn enginefor practice or training

purposes should he l1Iinil1li::ed Whenever engine failure is to he
simulllted. if should he done hy reducing power.

4-3
The key point in restarting is to increase fuel flow gradually from
idle cutoffso the engine will start when a proper mixture is reached.
The mixture may then be increased and power adjusted as desired.
CAUTION . .. A felt·, minllfes exposure to temperatures and air-
.\peeds arflif(ht altitudes can/ul\'e the same l~/lect on an inoperatil'e
enf(ine as hours ofcold-.wak in suh-Arctic conditions. (lthe ellf(ine
must he restarted. consideration should he f(i\'en to descent/inf( /()
warmer air. Close~1' monitor for excessive oil pressure liS the
propeller is lII?leathered. AI/ow the enf(ine to lI'a/"lll-Up minimum
f(o\'erninf( RPM {llld 15 inches Hf(. (m(/n(lo/d pressure).
The following procedure is recommended for in-flight restarting:
I. Mixture - IDLE CUT-OFF.

2. Fuel Selector Valve - ON.

3. Fuel Boost Pump - ON.

4. Alternator Switch - OFF.

5. Throttle - NORMAL COLD START POSITION (1/2 open).

6. Propeller Control - MOV E FORWA R [) OF TH E

FEATHERING DETENT TO MID-RANGE.

7. Magneto/Start Switch - START.

8. Mixture - FORWARD AS ENGINE STARTS.

9. Throttle - AS NECESSARY TO PREVENT OVERSPEED;

Warm-up at 15 in. Hg. manifold pressure.

10. Oil Pressure, Oil and Cylinder Head Temperatures- NORMAL

INDICATION.

II. Alternator Switch - ON.

12. Power - AS REQUIRED.

ENGINE FIRE IN-FLIGHT

I. Follow aircraft manufacturer's instructions.

4-4
 SECTION V
ENGINE PERFORMANCE AND CRUISE CONTROL

The performance curves in this section are provided as a general

reference in establishing power conditions for takeoff, climb and
cruise operation. Refer to aircraft manufacturer's flight manual for
recommended power settings and tabular climb and cruise data.

CRUISE CONTROL BY PERFORMANCE CURVE'

I. Set manifold pressure and RPM at cruise power selected.

2. To determine actual horsepower, employ the following

procedure:

(a) Locate RPM and manifold pressure on altitude curve (point

"A").

(b) Locate RPM and manifold pressure on sea level curve (point
"B").

(c) Transfer "B" to sea level on altitude curve (point "C").

(d) Draw line from "c" through "A".

(e) Locate point liD" at pressure altitude and read horsepower.

(f) Correct horsepower for inlet air temperature as follows:

(I) Add 1% for each J00F. below TS.

(2) Subtract 1% for each lO°F. above TS.

(TS = Standard Altitude Temperature)

3. Adjust mixture to provide fuel flow for actual horsepower

according to applicable fuel flow vs. brake horsepower curve.

5-1
CAUTION . .. When increasing power, enrich mixllIre, advallce
RPM and ac(just throttle in that order. When reducing pOll'er.
retard throttle, then a((just RPM and mixture.

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

manifold pressure and mixture setting after changing RPM.

CRUISE CONTROL BY E.G.T.

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

proceed as follows: -

I. Adjust manifold pressure and RPM for desired cruise setting.

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

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

3. At cruise settings between 65% and 75% advance mixture

control toward "rich" until E.G.T. is 25° F. colder than peak. At
cruise setting below 65% engine may be operated at peak EGT.

CA UTION ... Do not attempt to a{(just mixture hy lise of EGT al

setting ahove 75% ofmaximwn power. A Iso, rememher thaI engine
power will change with amhient condilions. Challges in altitude or
outside air temperature will require ac(justments ill mani/'old
pressure antlfue/flow.

5-2
 ----------1 ,
SEA LEVEL PERFORMANCE CURVES

ENGINE MOOEl (1·470 A

COMPRESSION RATIO 1.0.1
FUEl METERING CA~B.
MA·4 5
FUEL GRAOE 8081 OCTANE
INLET AIR STD. AIMOSPHERE
WITHOUT RAM

.,. FULL THROTTLE

t 29
:':
VI 28 I
;;:
J;

27
PROP LOAD V
/
<l.
240
<:
«
~ 26 ./
V 230
>- V
0::
Cl
25 / /J 220
V
V)
en
«
24 / / 210~
...'"

23
V 1/ / 200~a
"'-

FULL THROTTLV :t:

j
190 ~

V V
/ PROP LOAD
180 en
«
0::

1/
/
170

160
/
/

/
150
V)
<:
860 140
.... FULL THROTTLE
~ .55 130

- ,- ~OPLOAD
2000 2200 2400 2600 2800
ENGINE RPM

Figure 1. SEA LEVEL PERFORMANCE FOR 0-470-A

5-3
 "T1
CQ
SEA LEVEL PERFORMANCE ALTITUDE PERFORMANCE
c
i1 TI 1fT,...., ACT1IA~ iii' 1
1 Lot ........ ,. '.All C".ltTlpt'''') FUL.L THROTTLE MAXIMUM POWER
2 LIC ..... au PI .. U CtlAlfIPTT, - HORSEPOWER !=;a- 230 230 £_CIIE MODEL "..... 0,"70 A
N :I TlU II All , ....1'I"·c·)
tuIItft.·.. AT ZERO RAM... l/ 2 COMPlfSSIOllUttiD ........ _.................... 7.0:1
• IUW ......n 'C' JIM .... /1 FUEL .ETla.I', .... -.. CARli. li0ii ...... S
• LIC " .....T" an ...1&1.... V 220 :220 \ ~ 'UlL ClADE.. . ........ SOfS' OCTANE
:r> • CfIII . , ' " "U1 _ TI., AI fOUOWS 27 11m Alii· . . STD. ATMOSII"H£Rf
lalAN ",'H IIl"'S WITHOUT RAM
" .....1'UC1" ,'1 lAC. Lq'~ I ;;I' 210 210 '""'l ~ ,26
lAaI", ,·f A.aVI Is
-!:i I's ·I1A110.UIO anlTUI. TIM' I • ..A V ~ '- ....
200 ~/ V 200 200 2
=i 100 q '/ 190 190 l ........ 24
c: r ~' '" "-
/ .,00("/ /V ...." i' 2J I
c 180 DO)/1 160 180 I -........ 23 2"
m V I. / '-. K<;-":
170 / ~q~/ 170 170 I' I ~'i> 21
'tJ
~ q~V
~0:'.«''/ r--.... '" A ~T; 'I,.
m 160 I / ~ 16" 160 .D I ~0'i> ·20
1/r-.,:,'
IJI :ll 1/ -11\9' __ '!.Z __ c -- ~ ~ l'- J~ I'- 19
I
... 'TI 1!S0 VI-«~R<S V 1/ 150 150 r---. ~.<l f •..,ANIFOLO PRESSURE IN. Hg I~
o 140 V . -<'-'- ~ 140 140 '" 1
~..,'\. "d,'8 I I I Iii I I I I IT11
:ll A~-0~,~V v ..... K'''o I I'-. ,,'7 I III
3: 130 ..<:1-..',,:<"" q.... 130 130 Ir
16
VilA',~:y <. ,-:"'~r ~...,
:r> O
120 I7f7. ~f\: ciA r- :frY 120 120 -....J. 7 0 ,r- ~ N '-
Z v K"kY' ~?,,~ V ~..., ~ t-- ~~
110 110 110 .
o l<0~. .~~"-...'<.,;y
11111IIIIII
m 100 l??l'1:6"'-!'~ ~":V; 100 100 I 'N ~t--, ~N 111I
"T1
o
:ll
: ~~>" : ~ 11111111111111111 111_IHL~:~
17 18 19 ",v
-- 22 23 24 25 25 27 28 29 30 ~ 2 6 8 10 12 14 16 18 20 22 24 25 26 30 32 3;60
oI "'~-1
J:Io
...... ASS DRY MAN PRESS IN Hg . PRESSURE At rlTUDE IN TI'fOUSANDS OF FEE 7
~
oI
:r>
 SEA LEVEL PERFORMANCE CURVES

ENGINE MOOEl o 470B

COMPRESSION RATIO ........ 801
fUEL METERING CARB PSD 5C
fUEl GRADE 91:96 OCTANE
INLET AIR STD ATMOSPHERE
WITHOUT RAM

FULL THROTTLE
"7
- V
./
V
>-
Q;
./ V PROP LOAD

t......- V I
Q

~ 20 240

~
Q;
<{

~
2200

./
V J
V <l.
""
V)

200;
FULL THROTTLE
.
V
./ / 180~
1:

./
/ / <{
Q;
<Xl
160
/ [/r:'PROP ILOAD I I

140
V 120
/
./ 100
V
'"
~
8·60 80
..,... P~i LOAD
~55 ---
u FULL THROTTLE
:t .50
V)

1800 2000 2200 2400 2600

ENGINE RPM

Figure 3. SEA LEVEL PERFORMANCE FOR 0-470-8

5-5
 IE
"'" SEA LEVEL PERFORMANCE ALTITUDE PERFORMANCE
...c 240 241_
CD r to on...... - .. FULL THROTTLE .... , ~ MAXIMUM POWER
I LtC .,., aM PI n AlT HORSEPOWER ~ 230 230 Ir 'Iliil.( MDDIl: . O~70 B
Z.. _ . . . . III U Iol CUlT,,,..', ZERO RAM", CD_NESStall IIATIO ............ . ...... 8.0 I
atilt'" '." !AT V N
~ J _ . 1 'r " I L I. All ClWlTI"'C'l 1/
.t fall MnEIIII' CARa PSD!Ie
• . . . UIl f l . 'C' 1UI 'J' 220 220 fUEL ;RlDI. " '96 OCT ANi
, lIC ""'IT PI at, 1Il0l.. A<'rY V V f"... ~ 1h. '.LEt All: . . ,SlD ATMQSPHERl
,. ·:'''.:==~~::'~lfDUOWl f.: ~ 210 210 r '"' ~" w,TMOUTRAMIJI
.~ ,........................... '. feW tl7 1'0..." "- I'.. 111
111 ."UDI•••LTIt_1I TIIII' t 200 200 I· A l "'
~ V.D: 9""
VI1/. . r ""' t--...
200 _ <"""
=i ~~Wf7 C~ ['.,f'- ~.....
c 190 V B iB .~""/ 1 ~ 190 ~ 190 I" I'-!?O"i..
c 'Ii 1,/ ~ I'. f'..? ~...""
m 1BO / 17 O'teo'V
3IW [7 1BO ~ 1BO 5eo ~ "-
vj.o q,~~ ~~. il: t'- r-... ? !!'....,. ,
'70 , L. '1-7 teo'./ 170" 170 ~9i> [I"
."
m I I I t7~~ q,,yl..v ~ t-- ~~" :'<t-...
(.II '50 ~ 7IOYf 160 ....... ~~ N
:D,
/ ./ '80::; t-..........
• 1601 VJ~I'\ rf.'o'F k""/ ./ 1!s0~ '50"~ :-.., ;;,
* 'l ~
="
0
"'" V~~ '" .II~v:~~,"".// . ..~~ "'~~" '4N" .
:D '40 17~ IX K ~. V ~ '40 '40 6' "'1 1-'i%...,.. .1J' I'- ~. t'-
i: '30 ~[ XI )(...~ Y ,JiP 1 '30 '30 ~.:~~... t'-.""
,.z V~ :> >-',,1<K: V ; ~L i'- ~ t'-t"t---
'20 ~[Q~..~ C5<rt ::: ::: r .~ r-.. f'.. " t'-.~ ~ ~
0 110 ~@~~ ~ jANlrOLC PtE~S":RE ,'N r. 17 "Or--..7~ I'-t'-. I'- ['.
m
"'0"
:D
- -
0
•
.1=0
'~~~KV
17 18 19 20 :21 22 23 24 25 26 '27 28 29
:;;i 1111111111111"1'11 AllmlUI]
~ '2 4 6 e 10 1:2 14 16 18 '20 22 24 26 28 30 32 34

...... ...es DR't' MAN PRESS IN Hg -~ PRESSURE At TlTUDl If¥ THOUSAfoDS 01 1((7
Q ::;
I
a:J
 SEA LEVEL PERFORMANCE CURVES

ENGINE MODEL 0·470·(

COMPRESSION RATIO ............ 7.0.1
FUEL METERING . CARB. PSD·5C
FUEL GRADE 80:87 OCT ANE
INLET AIR STD. ATMOSPHERE
W1THOUT RAM

0>
:t 1
i
~ 30
FULL THROTTLE I I I
V)

~ 29
Il::
Q
I--- i--
-r-- I--r---,
/PROP LOAD
/ 230",
V ...~
/1 2200

V v / VI
25
...0..

24 '"
210~

23 V/ / II '"
200><
:t

«
/ '"
190 '"

/
FULL THROTTLV-/

/ 180
V V

/
PROP LOAD 170
/ 160
'" V

-9 h
~

865 150
-J

'"~.60 /
1/
FULL THROTTLE
I
140
'->
'"
e;55
Rop o

2000 2200 2400 2600 2800

ENGINE RPM

Figure 5. SEA LEVEL PERFORMANCE FOR 0-470-E

5-7
 "T1
cO' SEA LEVEL PERFORMANCE AL TITUDE PERFDRMANC_E
t: TO . " '.... , ACTU'" ••
i: , LOt . , . . . . . . , . 01 AU CUIIYI" "'J
MAXIMUM POWER
;;; I Lit ........ PI '1', CllAlITln'l'l FULL THROTTLE hi E."IE MODEL. 0<470.£
J TUnnJl '. 10 S I 01 au CUII11"'C') HORSEPOWER !-- 23 230 COIII,.nSlol IlATlO .. 701
ATZEfO ,AM FUll IIIfTtI"I' CARB !"So ~
~ ....... UII flO. 'c' TIMIU '.' , I I I
28 fun GRADl so 81 OC'U,NE
• Call. ,,, . . . 'IUT au,
I·'ot" .................
U.' AS FOUOWS 22 STO ATMOSPHERE
2:20 \' ~7 '1 IlL" All
latA" " 'Oil IACII •• , .lLOW " WITHOUT RAM
» ,I"»""CT " fall lAC" ." J alaVI Is ~
~V \ 210
! tTs 'SUI.aIUI Annuli ..... I 210 \ \ ,t
!:f 12 20C 200 25
~ V 90 I"-. ~ 24 •
"ef/ ~1- ~ -
90 190
c: I~ \"'--. ~ 2:
0 SO 1S0
SO 1\ 1\ •
m V k*.T- l"--.. ' I \ I \ ~2 MANIFOLD PRESSURE IN Hg
170
70
1/ 170 i"- 1
\ ,2' ,
.~
m 60
/1 Yr .t' 160 160 N 'q ~
t'...'
'JI
,
QC
"
::D
"T1 !SO
/ ASX / I~ 150 50 ...... OJ-...,A ~",

/ Kf0l'~ ~ __ ::ti __ c . . . . . ; " ,,~~ \~ 18

0 40 140
'40 K-:>!:lS"?o "
::D 30 / ~f<0 ~ ~ ./' 130 130
-l. : r...... I ~Oo 'i' ' .... t'Z00
I,~
~t-
»== 20 f-9< (0b< ",,"'- V[j' V 120 120 .~" N....~U~.. 0 ~~
z ,/ .il I"- ~ 7,,1 1\ ~ r......
t'-. I'h. IE!
10 ~ ~ ~~'" ~ "0 "0
OM
0 ~~ CR I~~~':l V ~ \ r-.... ~ "'t'-. IE
00 100
m 100
1::J
/' +<
"T1 90 ~ ~ ?(-0: y 90 +.
0 ~y +.
SO Y. ,
eo ~ ~-'
::D ,'" y ~-,
0I 18,,"'" ,9
"" 20 21 22 23 24 25 26 27 28 29 30 ... :2
JII·IIIIIIIIIIIII HIHI 1.11J111[~ 4 6 B '0 12 14 16 '8 20 22 24 26 28 30 3:2 34

~ "IS DIn' MAI-t PRESS IN NrJ PIH SSullt At TITuO( '''' THOUSANDS 01 1([ 1
......
C
I
m
 SEA LEVEL PERFORMANCE
r - - - - - - . - _.- - - - . _CURVES
---
ENGINE MOOEl. o 470·G
COMPRESSION RATIO ................ ..... 8.01
FUEl METERING CARB PSH 5BO
FUEl GRAOE 91!96 OCTANE
INLET AIR· STD. ATMOSPHERE
WITHOUT RAM

FJLL JHRJTTL~,

--
III
::! 26 .7
~ V
C!
<{
~
~ 18
Cl
22

- ~
:.---
PROP LOAD

240

,/
V 7 '"o
220~
~

FULL THROTTLE/
/ 200~
II.
'"
,/' V o
:t
./ / 1 80~
/' /
/
160Ql
:
,/ VPROPLOAD
/ 140
/
/ 120
/V

--
100
III

-
C! FULL THROTTLE
8.55
"
'"~ .50 ~ ..... /
V
u V pROP LOAD
2i'" .45

1800 2000 2200 2400 2600

ENGINE RPM

Figure 7. SEA LEVEL PERFORMANCE FOR 0-470-G

5-9
 ."
cC
c: SEA LEVEL PERFORMANCE ALTITUDE PERFORMANCE
..
CD TO Inu•• 11 &ttl&&. 'IP
1 laC . , . . MAl. N. DI All CMIITIPT:...·'·
MAXIMUM POWER
II"I! UDEll .......... 0-470.(;
!» .I ute.... , .... , N, DIII.I. cllAITl""r, HORSEPOWER
.!,"" '""O~ - CO.NI"IOIIATID ........... _................. '.0'1
:I faUlFll '" TO I.L •• Ali CUIIlIPTt) AT ZERO ,AM FUEL .nEwll; CARB !'$H·seD
to IUIr 1111 flOM 'C" ,.au '.. 240 240 fUEL GRADE: .. _............... ,.....
'11. OCT "HE
l> ILK" 'I' AT "'.ALl 111M.' l:~~
- J .ILET AIR .. . ... "' STD. A'MO$I"H£A(
• co••.•, fli tlLn ... n . . . . fOUOWS, WITHOUT AjIW
IAtuD " fOI facti; '"' HUM " rJ3'tf:
~ IIt1U"U,CT" ,.1 IAaC '"f AtOVI 's
, I'S oSTaIIUI. aL,mtDI n., I .
W ~~ 26
22 220 220 ~rr
~
c: [7 ,.~'6 N ~25
c ~ ~
m 200 / V l~ r- 200~ 200
\~24,,~~NIFILD, PiES SURE IN. H
~ :/ V. Icfl/ "'I r-....
t"
m "- '" -A~22
III:
18 ~ / / vf ,eo
.~ 180
Ul ::D
" -~D
I /~~ -- 'zf.-+ j -- ai ~ ~
." i"- N Ln
:>
- 0 V o~ I"- ~ ~ 1
16 ~ (/.V q; 160 160
::D
3: A V·~<:> . / ~- r-- ;>~;?oo~
~1 ~~~i8
l> 14
o ",~<,;.-...'
V,V~ ~%.~ / :p 140 140
J.... J \ i'~ 'i>", 1If " ~~"~OOI
Z ~,p;,l' ,~il / V ~ 'i'~"., ":--., \ '<
0 .~ ,/" .'" ~
m ;/
(j~"" . r I'-. "-
'2 o
i./ 120 120 l'f'-" \' N. l'
." K·'~
" " .. ' V
0 V
I ",'.
'.j V·
::D 100) b'/
."y
~~ ,,~
0I
::.
18 "I 20 2 "4 25 26 27 28 29
,{it] EFmmnmtlittmulllHll~
,o ~ :2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 304

....a AIS DR'" MAN PRESS IN Hp PRESSURE ALTITUDE IN THOUSANDS OF FElT

0 ~
I
C)
 NOTJ: This chart is for 70°F carburetor1slr te~peralul,e. For1every \O·F Increase
In carburetor inlet air temperature subtract 1.3 lb. of fuel 'rom curve.
~ For every 10 D F decrease In carburetor Inlel air lemperature add 1.3 Ibs. of
,uel to curvj'
I I I I I I I I I
CHART INSTRUCTIONS:
1. Obtain 8clual Full Throltle RPM.
~ 2. Determine Fuel Flow for 100% maximum power by reading directly above aclual
,
r-
maximum RPM point
~
EXAMPLE: Actual Full Throttle RPM 2700 Fuel Flow 143.-4 - 154.6 r-
Aclual Full Throltle RPM 2600 Fuel Flow 138.04 - 1049.8

r--

-
156 156

-
15-4 154 r--
I--
I'\C,,~ I--
~ r-~ 152 152 ~
~ I-- .Ii
~ r-i 150 ~ 150 =-
0 ~....
-
....
LL

W
1-.... 148
f-"" -- ~
148
LL

W
....

- ~r~ I-- ::l

ir
I-W....
--
LL
- 146 148 w
....
t: t:
........-. f.---
f-- I-~
1:

f-- 1-;1
I-

i?
144

142
\..ea"~ I---" ----- 144

142
~-
1:
l-

g-

-
LL

140 ~ 140 ' - -

138 I-- f.--- 138- r--

2600
I, Y
30
I
40
I
50
I
60
I
70
I
ENGINE RPM FOR 100% POWER Y
90
I
2700

lfyLL THrOTT~E)
I I

Figure 9. FUEL FLOW LIMITS FOR 0-470-G

5-11
 SEA LEVEL PERFORMANCE CURVES

ENGINE MODEl: . . . . ........... O·470·J

COMPRESSION RATIO ............................. 7.0: 1
FUEl METERING: ........... ...... CARB. MA·4·5
FUEL GRADE: .... :........... ...... 80/87 OCTANE
INLET AIR: ................... STD. ATMOSPHERE
WITHOUT RAM

FULL THROTTLE
I-.
'"~ 28
:l:
C!·26
,
7
/~ROP LOAD
'{
~
:>. 24 240
~ /
L r--
-7 220
'" 22
""
'{ V "../' / ....It

20 ./ /" / 200~
18 ./
V /V V ....I\.
1 80 :Q
o
~ROPLOAD
V :t
V 160~
V
FULL THROTTLE / q:
It
140""
",V 120
V
/ 100
V
/ 80
~
8.60
~ .55 ....
FULL THROTTLE
,
....
....
U r-- r-- t....-" ~
PRPP lOA~
e; .50
1800 2000 2200' 2400 2600
ENGINE RPM

Figure 10. SEA LEVEL PERFORMANCE FOR 0-470-J

5-12
 -n
cQ SEA LEVEL PERFORMANCE ALTITUDE PERFORMANCE
c
...
(1) •..:::~!::;:::::" ... , FULL THROTTLE
,~ ~ :230
I I-- HORSEPOWER AT
I!'' .~ .-.-...
•
.. ,-""'.,
, ........... -. 10~. Ofo_\ T
('>10 .... , . . . . . . . _ - - , • • _ " .
e .... ' "','1: , I I I I
ZERO RAM /
~ ,,~., '" aT ...... " .. "'"0''' I i"-,27 MANIFOLO PRESSURE IN. HG.
:220
.... I' :;:~\¥f~~~3E.;~~~~~~~:'~ N'-.,.j6
» i/l/ ~I :210
r- ;.yV 1\ ~
-I :200
~v ./ h ,90
t-.l.. II 11'
V~" V \
=tc:
80 I t I I I H-~
0 I I I I I I I I I I I I I

m V VI').~ j 170
'"
V K VI /V 11
VI F, j • c
I 1/ Kr£>! - ~..., ~ 50-
:z:J
( .H V g
"m-n
/ /'
40
- 0
K [XII 2
V .§
:z:J
3:
/.~ I") /' 5
·'iI
30

1- ~~~~ ~ # ~ 20
» o~~'?<
,,<:-«.,0 ~~ V \.
z 1-
~ '0
0 KfX-I"-I /' ~ 100 ~=r"i
m 2200

-n K~ ~ !
0 ~ IY I 80
:z:J I .~' 1'1
Q 18 20 22 24 26 28
~ '~III • ~
t
~ • • • • I •
Ilillllll! I[PH_11U111I11 to 11 12 13 M ,~ 16 17 ". 10 7' ..2 2J 2. r.. :l6 " 1'fI 1t lO 31 31 ll:W
I A.8S. DRV MANifOLD PRESSURE IN HC PRESSURE ALTITUDE IN THOUSANDS· Ff[T
0l:Io
.....
Q
I
c...
 Assuming: Carburelor Air T emperalure 60' F Carburelor Enlrance
Pressure 5.8 in. H 20 Dry Barometer Pressure 29.300 in. Hg

128 128 -
-
-
Rich Limit
- -~ 126 126 ~-
:i.... :i....
- --3 124
Normal
12' --
3
0 0 -
~
-it 122 122 it-
.... ....
I-- -~ 120
Lean Limit
120
~-
"-
118
I 118 I--
I
2550 250 2590 2810 2630 2650
2560 2580 .\. 2600 2620 2640
ENGINE'RPM

Figure 12. FUEL FLOW LIMITS FOR 0-470-J

5-14
 SEA LEVEL PERFORMANCE CURVES

ENGINE MODEl: _......................... O·470·K. L

COMPRESSION RATIO: ................................. 7.0:1
FUEL METERING: ........................... CARB. MA·4·5
FUEL GRADE: ................................ 80/87 OCTANE
INLET AIR: ............................. STD. ATMOSPHERE
WITHOUT RAM

'" 30
:t
~ 28
II)
-- FULL THROTTLE
.
.
--,
II)

~ 26
I
<I.

~ 24
// .. "_. 230
~

~ 22 . - t·
PROP
/ ~ LOA~
21011:
~~VV
Q

.,; V ~
~ 20 ...
190~
V ~
~"'~
~
V '" II:

/
18 170~
~ O~
~-<,"<f- ...
1 50~
~0"''''
~ V ~
130
VPROP LOAD
/ 110
V
/ 90

V 70
CIro. FULL THROTTLE
~.60 .........
o
u I'---- I"-..... J
~.55 .............. ~ ~
II.
----PROP LOAD
~.50

'" 1800 2000 2200 2400 2600

ENGINE RPM

Figure 13. SEA LEVEL PERFORMANCE FOR 0-470-K & L

5·15
 SEALEVEL PERFORMANCE CURVES

ENGINE MOOEL, 0·470·5 !!a!f' 7110/74

MIN FUEL GRADE, 80187 COIAP. RATIO, 7,1
~, STD. ATMOSPHERE WITHOUT RAM

---
'.

30

ci
r-- ~l~JTTlf
:r 28
!
12w 26 - J
II:
L

/
V
...::EZ
~ / VI
24 230

>-

----
II:
D 22 210

:i... ,,,,0'
~/
V
V
20 190 0:
~<\"\"~ ~
18
"\~q.0
~"...." / .
0
~

/
170 0:

V 0
l:

.."
f
~
150
,/ qq.Ql
-
-
0:
III

130

/'
/'
110
0: V
~
:z: .700 ./ 90

,/
-
I!!
Ii....
.. .650 70

-
~
U ...... fULL THROTTLE
... .600
.........
..
w
:>

U .550
'-... ~}{O"'O
~
w ......
III
.500

1800 2000 2200 2400 2600

ENGINE RPM

Figure 14. SEA LEVEL PERFORMANCE FOR 0-470-R & S

5-16
 0
oa
a::
SEA LEVEL PERFORMANCE ALTITUDE PERFORMANCE
...[
" IIT' ...II ACllAl lIP ~
1. Ltc I ........... n AlT. e.....""·., FULL THROTTLE
a. LIC. _111M. PI, II I.L CUl'flnTJ HORSEPOWER ,
MAXIMUM POWER
EIIII. MODELz .........~ .. ~.M O...7Q.K. L. R ·0 •
!::':t·~~~::!•.CIIAI1I",C1
IlK."'" AT fa. An.• IUD If
ATjERO-RAV'
I.!
230
220
230
220
~ :::':.~::I~~~~~:==c.vtI.M!!~
•••• _ ...
fUEl CIADI= ··........_ ............... _._""7 OCTANE
....
'1;1'
:=:.:;-.~~ ~o:ra!:.,.'1 ..
• COllI... 'H IILIT" 'DIP AI fOllOWS·
~~./
1.tB7 28 .Im All: ·······•···· ................. STD. ATMO$PHERE
I 0•,
a::
2'10 210 '" WITHOUT RAM
,r. Jr~it.y '" l\ " I I I III
0
·IT......."WI","M' I
200 V' 200 200 I" I~t
'90 / 'Ir/ I '90'90 I, 1 '1 u.
'80 / V ~.. V ,sJ 'so "'. \ i'\ i'.22 _Ull! w
/ hsP;;;"- = t"--." r--.. I" MANIFOLD PRESSURE IN. Hg 0
-
'70
~~~ Z
~ /1• V ,eo~ C ~
A
il' ~o I I I I I I I I I I I I I I IJlJJj c(
r'--~ N ", !
B " D
'150
'50
V ~ \\ /
\ \ \}
/' :~ r---.. II 1 III ::!
a:: r--
f ' . , t-L
V ~' i.~~ '150 '150 ,~
i'\ \ 1\ \ VfI 0
I
i7
.Jq,rffl
i'.. II')
'40 V IH' 1\ \ f\)(' Y I"", '40 '40 ~ ~~,...
'30V~\l)('lI\V
P(\ f\ \ \LJI: \ V 1 j,o" f'.. I ..... ['.."'<1 1'fe~~'15
%_~,. ~ a::
"-
V '30'30
f'.~ ~;t, ["':It ~; w
n'r\\I'\\f\Y /1
~Effg:u'i'ir\~~ I ~r
./
~!io.. ~ I' ",~ a..
w
'20 '20 '20
110 i\\rsA'.\ 'V ~~ 110 110 ~~ II...... 1-....1 I"~
C
'00 [ " r\ \1\ \ ../ '00 '00 • ......,. II t'-- I ...'" N ~ .lJJ1I
b>
~N~ V ~ ::l
t-
90
..::+2
90 +4 +40
·80 V ..,
80"
~
-2 .
+20
0
-20
i=
-I
~~
- -80
~
c(
an
'8 ,e 20 21 22 23 2. 2!5 215 27 28 2e ~ 2 • 15 8 '0 '2 '4 '15 '8 20 22 24 211 28 30 32 34
=:
A'S DlfY MAN ~IIISS IN H, PRESSURE At 11TUDI IN THOUSANDS OF FElT
....
...:::s
~
Q)
-
a»
u. .
 1:1--1--1- Correcllon For Vapor Pressure: -_+--+-_+-_+-_+-_1_-_1_--13
For every .1 'in. Hg Vapor pressure below .500 in. Hg, add .4
Ibs. per hour.
1:1----11--1--+ For every .1 In. Hg Vapor pressure above .500 in. Hg, subtract-l--+---I----t3
.4 Ibs. per hour.
LIMITS" .. 5.5 Ibs. per hour (4%

- 140+-+-+_-+--j--I--I---+--+-+-+-+-+_-€l
_
_
138+-+-+-+-+-+-+-+--'
136+_+_+-+-+--,P.\)5 0 \\.I\8 _ _ r--
'I
tfan cS' Pf~ssure 31.0 in: H9_
G"bure~'~f:.:--
30.0 in. HQ_
..
-~

f-~ 134 ___ ----~ _ 1---1-" 2~OJ9-:

f-i <Ii
132+---c:b-'I'-=-+----+--+-OP-j=-=---j---+--+-+_-l---fj
--- ___ - - 280in Hg
~~ 13,~-_+~~~~-+-+-+_~~--F-~~-+-+_-+-I-§
~ ---- __ - - 2~.O in. Lg
~b 128~-+_-~~~~~~-+_-+--d~_+-==F==r===~~

~~ ------ -----
126-r-+~--+~-~--~~-+--+--+--+-+--I---I---+-~,

124 - -
~ 122;--;---r--r-+--+-+-+-+--r--r-1---~~

Figure 16. FUEL FLOW LIMITS FOR 0-470-K,L,R&S

5-18
 SEA LEVEL PERFORMANCE CURVES

ENGINE MODEL: ..................................... O·470·M

COMPRESSION RATIO: ................................ 8.0:1
FUEL METERING: ........................... CARB. PSD·5C
FUEL GRADE: .. ,.............................. 91/96 OCTANE
INLET AIR: ........................... STD. ATMOSPHERE
WITHOUT RAM

'"'"'" FULL THROTTLE .7

lE V
~ 25 ./
~
-- V PROP LOAD
:..
'o" ,..........V
F1
~ 20 2 40",
" ./ ~
I ' 20 0
V V ~
/'" /.
2 OO~ '"
FULL THROTTLE/

V
./ V :t
'"
1 80ll{
~
V VPROP LOAD
1 60
Ql

./' / 1 40
V 1 20

/
V
1 00
~ I"
o
'-'.6 0 80
....
PRF~JOAD
'"~ .55 --'-.
~
'-' FULL THI~OTlLE
'"
e;.5
1800 2000 2200 2400 2600
ENGINE RPM

Figure 17. SEA LEVEL PERFORMANCE FOR 0-470-M

5-19
~-.r'-
I
I
:E
,....
I
SEA LEVEL PERFORMANCE "''- I I I Ulole. r-c,nr vnmAr. .... 1I:. C
r- "tTUA~-.!!
240 240
'lit
t':i
TO anUM'"1
FULL. THROTTLE ~ MAXIMUM POWER
! ~ i~~ :::: ::: ;: g: :~T cc:,.~~~~~.~·1
I
HORSEPOW~
ATZERf ~A
230 230
"\ .1 E"'lflE MODEl: ". 0·0470M
COMPRESSION RATIO· ............ " ....... , ... 8 a 1
r- C
VI a::
11 'IA.IIS,.. " TO S L 0 .. AU '",..,ITI""C', fUn IIETUUIG· CAR8 PSO·SC
~l7 1/
: 4 D..... UII( fliO. 'C' '""" .....
! t LOC ,., '0' AT ,. AU I IUAO ", 220 I-
I' COlli ", FOil IIIUT A'" TU., AS FOllOWS
(... ~oo ~ fOil fAeM "f
220
" "1", "
FUEl CiRADE:
IJUET AIR:
.... ' .. . 91196OCTANE
............... STDw~;~g~::
0
r-~~v V t'-., " [';:...
IUOW 's
210
I ,I'IUIUI""", 1011 lACM C' f ""on TS LL.
l'-.
210
I'S 'SY .... O... IID A(fITUDf filii' I
2 200 A
W
/~/ 1'1\.
200
9 C ~ r-" -- :--.. 0
V 19'0· 190
/~/ "
90
i':--H"\~ Z
V~ V~~~~ V <
180 180 t'-.. "'oS: !'\>
:-.... i' N'~ :E
a::
v:O~ ~~
Vl0:RS lJrl~9 V 170 170
" ~~ ~
=
70
V~~ lJP1~« V 0
I-t:-...
160 160
60
~~~ LL.
a::
150 _ 28....... ....... N
/~~K)K2 V~~.j/
150
~o!:J !'\>...~ t-: ['\NI"
I
50 27 i' ........ II')
W
/~~~~~ / #-o~ n.
140 ,~ ~ ~
40 ,~ 2~' ~~ :--.. i':}'
t'-., '- 'I ':'--:t'-. w
~.()
V~R)<~~ojls~v V
130 130
30 2j 23'€eO~
~!i''''!Ii Q
2°~~~i~~UV ",,-:-..t'-.
120 120
110
MANIFOLD PReSSU~E I~. ; : ~" :l
10 :?:~~~!» 110
100
1 I I 201~~ t'- ":-....'-1' __ __
i-
00 k;~1:Y'
100
18 17 i=
~IIIIIIIIIIIIIIIII WI wtlUt1ll~ <,...
90 ...I
80~ 80~
.
~~ cO
§
--'-- _ _ _ _ .J.
18 19 20 21 22 23 24 25 26 27 28 29 2 4 6 8 10 1'2 14 16 18 '20 '2'2 '24 26 28 30 32 34
G»
A~S QRY MAN PRESS IN Hg ... PRESSURE AL TITUDE IN THOUSANDS OF FEET
~ ::;,
en
u::
 NOTE. This chari IS for 70° F carburetor air temperature.
For every 10 e F increase in carburelor inlel temperature
subtrac1 1.0 lb. of fuel from curve.
I I I I I I I I
" CHAAT INSTRUCTIONS:
1. Obtain actual Full Throllie APM.

~·ir~~:~;~~~~!~~lt~~~~~:i~~: ~~~~~~towr by rr ding

EXAMPLE:
Actual full Throllis RPM 2700 fuel Flow 128.0 . 138.8
AClual Full· Throttle RPM 2600 Fuel· Flow 123.0 ·132.6

140 140 -
,....-
138

V
-- 138 -
-

-- --
.tt\"\\
I-- r-f 136 ~~\ 136
~
J!i 1i
r-=!

--
,:L
:.---
134
s:
I-- 134
s:
V

-- -- ---
g g
I-- r-~ 132
w
132

~,~
:--- ""
-'
.irW
r-""OJ
:J
I-- 130 130
OJ

--- --- ---

r-~
-'
l-
I-
I-- 128 128 0
II: a:
:t :t
r-j
I- l-
I-- 126 .(1"\\\ 126 j-
~~

--- ---
:J :>
"" 124 124 ""
I--
I--
122 122 I--
2600 2700
60
't Y Y 9t
30 40 50 70
I I I I I
ENGINE RPM FOR 100% POWER
(FiLL TH1AOTTi EI

Figure 19. FUEL FLOW LIMITS FOR 0-470-M

5-21
 SEA LEVEL PERFORMANCE CURVES

ENGINE MODEL: 0-470-U DATE: 9/2/15

MIN. FUEL GRADE: 100/130 COMPo RATIO: 8.6: 1
INLET AIR: STD. ATMOSPHERE WITHOUT RAM

30
FULL THROTTLE A01MP
--
ci 28
:I:

~ 26 ./
V
V
l:l
..
w
a:
24
,
~ V
0",0
~
--
Z
<l:
~./
::;:
22
>-
a:
....
0
--

t9
20 - - I------- ---_. - - 240
gi
<l:
18 ----- ----7 _.. - ---- --- 220

1--7
~~~
a:
-- ~
- - 1----1--- 0.... f---- I----- - - - 1-- 200 w

vvv ....~
- ;t
..
0
w
180 (I)
a:
V <Q~ 0

----vo~ --- ----

:I:
i--- 1---- --1---
./ -- ----_. ----- -_. -_.- 160 w
v "<l:
a:
0/
</.Q'
.- ---- _ .....
140
III

a: /v
:I:
~
-- 120
:I:
~
gi
/ 100
-' /
~ .550 80
8
-'
~ .500
.... r-- ~lT HROTTlf: BSFC
~
IL
~~OAO BSFC ./
&i.450
ll;

1600 1800 2000 2200 2400

ENGINE RPM

Figure 20. SEALEVEL PERFORMANCE FOR 0-470-U

5-22
 .... .....
row
·
~ f;:."l\'~:0
-.
;:s;~~
;oK ~ >(. ~ ~ ~ I>".
'.

.- i i:.!Ir""
Ii
~ili!
~

II ~ ~ ~ ?\. ~ ~~ iJ!;;Fi!;i
ir;'t;JJ
en
m
~ ~ ~,~ ~ ~ I!~:!=~: ~
r-
.J''(WII'
!:I

-'- jj~
-..:;: "<\i~. f.Q
II ~~ ~ i
~
II '\ '\ "'<;
~~~ ~ - m
r-
\. '\ '\ I'\.. 'i."- "'0
m
t:

III \.~ f\..: '\:

\~
"
" : ""
,,'\. l"'~ ~ ~~ ~ f-
~i1!
!~
:u
"11
o

R ",'\: ""- Itr;;

:u
'\ ~
III f-
II

III

III

II
'\. '\ :1\.
1\ \i
,
'"- '"
1""- ~ ~
z
n
m

Iii II II R ~

..
II II II ii II iii ii ii i i i i ii
.... ,"u. ,.. -,n.. BRAKEI HORSEPOWER

, H' iii i =
0 ii ii i fi i !~ i i II !:I
0 II II •

· / :z:z
I- IY. / ~
· II
-- --- . :-L :R V -I. k: LL
·· - - --- - .. --
I IL- po
~~ 1-7,
-- f7 7 _IF
r7 17...1
J v L.L. 1-1' r.e: v~
II 7 -/ 1'--7 ~
· f7[l ~~
-"""'

J- f-i- I-:t ~ 7J7c ,. I

~ I'--
~.
V 7 ~
7 I ./

II "7 7
17 1/
I
V V ~
/ 1/,/
I
II:
i! • ~ ~

I.:
,
f7 II
-;
'-1
71Z
'I
•
a.
~
IZ ~~~
• 17
•
•
~

I
•
••
.
•••
~

•••lU.iii

Figure 21. ALTITUDE PERFORMANCE FOR 0-470-U

5-23
 CORRECTION FOR VAPOR PRESSURE:
I I I I I
For every 0.1 In. Hg Vapor Pressure below .5 in. Hg. add 0." Lbs.lHr.
I f I I I I I I I I
For every 0.1 In. Hg Vapor Pressure above.5 in. Hg, subtract 0.4 lbs IHr
I I 1 ,
LIMITS: t 2.5 Lb • .lHr.

,
>-- 132

e - 130
31.0in.~

- 128
ABSOLUTE CARBURETOR ENTR"'NCE PR
SURE

3rOin~
~ -
-!-126
"I 29.0 in H.!.
-~-124 -
rt dao in~.!!:.
...
-¢-122
:>
J700n
. ~g
~

- 120
-
I-- 118

I-- 116

2400 2500

Ti
10
d 20 30 40 50 60
I I I
EN INE SPEED - RPM FULL THROTTLE
I I r
70
Yi

Figure 22. FUEL FLOW LIMITS FOR 0-470-U

5-24
 SECTION VI
ABNORMAL ENVIRONMENTAL CONDITIONS

The following adverse conditions should be given special attention.

They are: Cold Weather Operation, Hot Weather Operation and
High Altitude Ground Operation. The information that follows
may be helpful to the operator in obtaining satisfactory engine
performance while operating in these conditions.

COLD WEATHER OPERATION

(Ambient Temperature Below Freezing)

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

engine oil viscosity is SAE 30 or SAE lOW30. In the event of tem-
perorary cold weather operation, not justifying an oil change,
consideration should be given to hangaring the aircraft between
flights.

Engine starting during extremely cold weather is generally more

difficult than during temperate conditions. Cold soaking causes the
oil to become heavier (more viscous), making it more difficult for
the battery to turn the engine over. This resu'lts in a slow cranking
speed and an abnormal drain on the battery capacity. At low tem-
peratures, gasoline does not vaporize readily, further complicating
the starting problem.

False starting (failure to continue running after starting) often

results in the formation of moisture on the spark plugs due to con-
densation. This moisture can freeze and must be eliminated, either
by applying heat to the engine or removing and cleaning the plugs.

Preheating

The use of preheat and auxiliary power (battery cart) will facilitate
starting during cold weather. This procedure is recommended
anytime the temperature falls below ,20 0 F. and the aircraft has been
cold soaked in excess of two hours. Successful starts without these
aids can be expected at temperatures below normal, provided the
aircraft battery is in good condition and the ignition and fuel
systems are properly maintained.

6-1
The following procedures are recommended for preheating, start-
ing, warm-up, run-up and takeoff.

I. Select a high volume hot air heater. Small electric heaters which
are inserted into cowling "bug eye" do not appreciably warm the oil
and may result in superficial preheating. .

WARNING ..• Superficial application ofpreheattoacold-

soaked engine can have disastrous results.

A minimum of preheat application may warm the engine enough to

permit starting but wiH not de-congeal oil in the sump, lines, cooler,
filter, etc. Typically, heat is applied to the upper portion of the
engine for a few minutes after which the engine is started and
normal operation is commenced. The operator may be given a false
sense of security by indications of oil and cylinder temperatures as a
result of preheat. Extremely hot air flowing over the cylinders and
oil temperature thermocouples may lead one to believe the engine is
quite warm; however, oil in the sump and filter are relatively remote
and will not warm as rapidly as a cylinder, for example. even when
heat is applied directly.

Oil lines are usually "lagged" with material which does an excellent
job of insulating. Congealed oil in such lines may require con-
siderable preheat. The engine may start and apparently run satis-
factorily. but can be damaged from lack of lubrication due to
congealed oil in various,parts of the system. The amount of damage
will vary and may not become evident for many hours. On the other
hand, the engine may be severely damaged and could fail shortly
following application of high power. Improper or insufficient
application of preheat and the resulting oil and cylinder tempera-
ture indications may encourage the pilot to expedite his ground
operation and commence a takeoff prematurely. This procedure
only compounds an already bad situation.

Proper procedures require thorough application of preheat to all

parts of the engine. Hot air should be applied directly to tne oil sump
and external oil lines as well as the cylinders. air intake and oil
cooler. Excessively hot air can damage non-metallic components
such as seals, hoses and drive belts, so do not attempt to hasten the
preheat process.

6·2
Before starting is attempted, turn the engine by hand or starter until
it rotates freely. After starting, observe carefully for high or low oil
pressure and continue the warm-up until the engine operates
smoothly and all controls can be moved freely. Do not close the
cowl flaps to facilitate warm-up as hot spots may develop and
damage ignition wiring and other components.

2. Hot air should be applied primarily to the oil sump and filter
area. The oil drain plug door or panel may provide access to these
areas. Continue to apply heat for 15 to 30 minutes and turn the
propeller, by hand, through 6 or 8 revolutions at 5 to 10 minute
intervals.

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

4. Start the engine immediately after completion of the preheating

process. Since the engine temperature will be above 32° F., use the
normal starting procedure.

NOTE ... Since the oil in the oil pressure gauge line may be con-
gealed, as much as 60 seconds may elapse before oil pressure is
indicated. If oil pressure is not indicated within one minute, shut the
engine down and determine the cause.

5. Operate the engine at 1000 RPM until some oil temperature is

indicated. Monitor oil pressure closely during this time and be alert
for a sudden increase or decrease. Retard throttles, if necessary, to
maintain oil pressure below 100 p.s.i. If oil pressure drops suddenly
to less than 30 p.s.i., shut down the engine and inspect the lubrica-
tion system. If no damage or leaks are noted, preheat the engine for
an additional 10 to 15 minutes before restarting.

6-3
6. Before takeoff, run up the engine to 1700 RPM. If necessary,
approach this RPM in increments to prevent oil pressure from
exceeding 100 p.s.i. At 1700 RPM, adjust the propeller control to
"Full Decrease RPM" until minimum governing RPM is observed,
then return the control to "Full Increase RPM ". Repeat this
procedure three or four times to circulate warm oil into the
propeller dome. If the aircraft manufacturer recommends checking
the propeller feathering system, move the control to the "Feather"
position but do not allow the R PM to drop more than 300 below
minimum governing speed.,

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

7. Check magnetos in the normal manner. "

8. When the oil temperature has reached 100° F. and oil pressure
does not exceed 80 p.s.i. at 1700 RPM, the engine has been warmed
sufficiently to accept full rated power.

CAUTION . .. Do not close cowl [laps in an allempt to hasten

engine warm-lip.

NOTE ... Fuel flow will likely be on the high limit; however, this is
normal and desirable since the engine will be developing more
horsepower at substandard ambient temperatures.

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

I. Fuel Selector - Main tank or as instructed by aircraft manu-

facturer.

2. Battery Switch - On.

3. Mixture - Rich.

4. Throttle - Open.

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

mum reading.

6-4
6. Throttle - Positioned to approximate 1000-1200 RPM position.

7. Starter - Engage.

B. Primer - Operate as necessary to initiate firing. Continue to

prime as necessary to sustain engine operation.

9. Throttle - Gradually retard to BOO-1000 RPM for warm-up.

Observe oil pressure for indication and warm-up engine at 1000

RPM. Ground operation and fun-up require no special techniques
other than warming the engine sufficiently to maintain oil tem-
perature and oil pressure within limits when full RPM is applied.

NOTE . . . Before applying power for takeoff, check that oil

pressure, oil temperature and cylinder temperature are well within
the normal operating range. When full power is applied for takeoff,
insure that oil pressure is within limits and steady.

CAUTION . .. Any of the following engine reactions should be

calise for concern. and are just((ication for aborting the takeoff.

a. Low, high or surging RPM.

b. Any oil pressure indication other than steady and within

limits.

c. Engine roughness.

NOTE ... When flight into sub-cold temperatures is anticipated, the

appropriate Pilot's Operating Handbook should be reviewed as to
the proper use of oil cooler winter fronts. If they are not available, a
strip of I" masking tape may be secured thru the center line length of
the oil cooler to maintain adequate oil temperature and prevent oil
cooler congealing.

6-5
HOT WEATHER OPERATION
(Ambient Temperature in Excess of 90°F.)

CA UTION ... Whe,n operating in hot weather areas, he alert for

higher than normal levels of dust, dirt or sand in the air. Inspect air
filters frequent~l' and be prepared to clean or replace them (f
necessary. Weather conditions can I(fi damaging levels (~fdllst and
sand high above the ground. In the event the aircra/i .\"hould he
.f70wn through such conditions, an oil change is recommended as
soon as is practical. Do not intentiona/fl' operate the engines in dust
and/or sand storms. The use of dust COl'ers on the cowling will
afford additional protection for a parked aircraft.

In-flight operation during hot weather usually presents no problem

since ambient temperatures at flight altitudes are seldom high
enough to overcome the cooling system used in modern aircraft
design. There are, however, three areas of hot weather operation
which will require special attention on the part of the operator.
These are: Starting a hot engine, Ground operation under high
ambient temperature conditions and Takeoff and initial c1imbout.

Engine Heat Soaking

After an engine is shutdown, the temperature of its various com-

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

6-6
Another variable affecting this fuel vapor condition is the state of
the fuel itself. Fresh fuel contains a concentration of volatile
ingredients. The higher this concentration is, the more readily the
fuel will vaporize and the more severe will be the problems
associated with vapor in the fuel system. Time, heat or exposure to
altitude will "age" aviation gasoline; that is, these volatile ingredi-
ents tend to dissipate. This reduces the tendency of fuel to vaporize
and, up to a point, will result in reduced starting problems associ-
ated with fuel vapor. If the volatile condition reaches a low enough
leyel, starting may become difficult due to poor vaporization, since
the fuel must vaporize in order to combine with oxygen in the
combustion process.

The operator, by being cognizant of these cond"itions, can take

certain steps to cope with problems associated with hot weather! hot
engine starting. The primary objective should be that of permitting
the system to cool. Low power settings during the landing approach
will allow some cooling prior to the next start attempt. Ground
operation tends to heat up the engine, therefore minimizing this will
be beneficial. Cowl flaps should be opened fully while taxiing. The
aircraft should be parked so as to face into the wind to take
advantage of the cooling effect. Ifrestarting is attempted in less than
an hour following shutdown, vapor lock may be experienced.

Normal starting procedure should be used except that the throttle

should be opened more while cranking. Under extreme temperature
conditions, the "Hot Start Procedure" in Section III should be
employed.

Ground Operation Under High Ambient Temperature Conditions.

Oil and cylinder temperatures should be monitored closely during
taxiing and engine run-up. Operate with cowl flaps full open. Do
not operate the engines at high RPM except for necessary pre-flight
checks. If takeoff is not to be made immediately following engine
run-up, the aircraft should be faced into the wind and the engine
idled at 900-1000 RPM. It may be desirable to operate the fuel boost
pumps to assist in suppressing fuel vapor and provide more stable
fuel pressure during taxiing and engine run-up.

6-7
Takeoff and Initial Climbout. Use rated power for take-off and
establish the climb configuration recommended by the aircraft
manufacturer. Temperatures should be closely monitored and
climb altitude and sufficient airspeed may be used to provide
adequate cooling of the engine.

GROUND OPERATION AT HIGH AtTITUDE AIRPORTS

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

extreme conditions it may be necessary to manually lean the
mixture to sustain engine performance. Refer to appropriate Pilot's
Operating Handbook for proper procedures.

CAUTION . . . Mixture "Full Rich" for takeoff' am/lor in

accordance with aircraft manufacturer:\' pilot operator :\. ham/hook.

6-8
 SECTION VII
ENGINE DESCRIPTION

The Teledyne Continental Series 0-470 Engines are six-cylinder,

horizontally opposed, air cooled, four cycle and employ dual
magnetos. Operating limits are as detailed in specifications in
Section I.

0: Denotes "opposed" and .refers to the horizontally opposed

cylinder arrangement.

470: Denotes piston displacement in cubic inches.

Letter: Denotes "specific engine model and configuration".

Number: Denotes specification number (Refer Manual X30508).

This engine is normal rotation (clockwise) as viewed from rear of

engine.

LUBRICATION

The engine is lubricated by a force-feed system. A thermostatically

controlled oil cooler maintains oil temperatures normally at 170-
180 0 F. Warm oil circulates continuously through warm-up pas-
sages in the coolers, to prevent oil congealing when operating in low
temperatures. The capacity of the oil sump is designed so the
quantity of oil is sufficient to lubricate the engine at any nose-up or . "
nose-down attitude. It is impossible to uncover the pick-up line,
which would result in low oil pressure if the level in the sump is
maintained at the recommended level shown on the engine oil gauge
rod. Accessible oil sump drain plugs are provided for use in
changing oil at the recommended intervals.

The main oil pressure pump picks up oil from the sump and
discharges it through a passage to the oil filter and oil cooler, and to
the engine oil galleries and bearings.

7-1
A filter by-pass valve is incorporated in the event the filter becomes
clogged. Another passage in the pump housing is machined to
accomodate a pressure relief valve which regulates the pressure in
the engine main galleries.

Engine oil is introduced to the propeller governor through a passage

in the engine crankshaft, and is returned to the sump through
passages in the crankcase.

W
0:
::>
WI-

....
> ..
-'0:
> .. "'
a;
::>
... :IE
- ... a;~
WW

zLrl:
oa:o
ffi
..
B~~ 0Z
........
::>%%
-'-'-'
::>
-'
000 5
I I
I i
I i

.../
~ I i
0:
oz

.
a:
ffi
g
i!:!

Figure 23. LUBRICATION DIAGRAM

7-2
IGNITION SYSTEM

Conventional twin ignition is provided by two magnetos. The left

magneto fires the 1-3-5 lower and 2-4-6 upper spark plugs, while the
right magneto fires the 1-3-5 upper and 2-4-6 lower spark plugs.
Torque from the engine crankshaft is transmitted through the
camshaft gear to the magneto drive coupling. Impulse couplings or
shower of sparks magnetos are utilized to aid in starting.

UPPER SPARK PLUGS

6

RIGHT LEFT 5
4 0- MAG. MAG.
SWITCH SWITCH
.,
r---O 3
20

r-O 1
I I
l(y@G} I@ ~®@
iDJ~)®- i@D ( ~@® l-

I I
LEFT MAG. RIGHT MAG.
D1
2
{) 3

40
5
60
LOWER SPARK PLUGS
ENGINE filiNG OIDEI 4
MAGNETO filiNG OIDEI 6

Figure 24. WIRING DIAGRAM

7-3
FUEL SYSTEM

Modesl 0-470-A, J, K, L, R, S & U are equipped with float-type

carburetors. Th~se c~rburetors require no fuel pump when fuel is
fed by gravity at a pressure, or "head': of at least 0.5 to 6.0 p.s. i. to
the carburetor inlet. These models are not equipped with carburetor
air intake scoop. Models 0-47Q-B, E, G* & Mare equipp!!d with
pressure carburetor having automatic altitude compensation and
air flow enrichment as standard equipment. Models 0-470-B. E. G
& M are to be equipped with a fuel pump. In the pressure-type
carburetor system. fuel is drawn into the fuel pump from the supply
line and is delivered through a flexible line to the carburetor inlet.
The carburetor throat forms an air passage from the scoop (not
furnished) to the manifold. Air passing through the carburetor
throat is mixed with fuel sprayed into the stream from the main
discharge nozzle. and the discharge nozzle and the mixture is drawn
into the manifold air chamber by the partial vacuum produced by
piston intake stroke. From the manifold. the fuel-air mixture is
drawn into the cylinder intake ports through the curved intake tubes
and hose connectors.
*0-470-G Spec. 7 is a TCM fuel injection equipped engine which
has a fuel system identical to the 10-470-G. Refer to Operator's
Manual X30024 for details of operation.

INDUCTION SYSTEM

The induction system used on the 0-470 Series Engines consists of

intake tubes. a balance tube, connecting hoses, clamp assemblies
and a carburetor. The carburetor may be located at the rear of the
engine above the intake manifold (downdraft pressure type) or
below the intake manifold at the rear of the engine (updraft float
type). The carburetor could also be bolted to a cast aluminum oil
sump. The intake manifold and balance tube are mounted below the
cylinders.

7-4
 SECTION VIII
SERVICING AND INSPECTION
SERVICING
Maximum efficiency and engine service life can be expected when a
sound inspection program is followed. Poor maintenance results in
faulty engine performance and reduced service life. Efficient engine
operation demands careful attention to cleanliness of air, fuel, oil
and maintaining operating oil temperatures within the required
limits.
Good common sense is still the rule, but certain basic maintenance
and operational requirements that we find widely disregarded, do
determine to a large degree the service life of the modern aircraft
engine.
Fuel ...................................... See Page 2-4
WARNING ... The use of a lower octane rated fuel can
result in destruction of an engine the first time high power is
applied. This would most likely occur on takeoff. If the air-
craft is inadvertently serviced with the wrong grade offuel,
then the fuel must be completely drained and the tank
properly serviced.
Oil: (First 25 hours operation) ..... Mineral (non-Detergent
oil or Corrosion Prevent oil - Corresponding to
MIL-C-6529 Type II
AMBIENT AIR TEMPERATURE TO
SELECT MULTI VISCOSITY GRADE OIL
Below 40°F. Above 40°F.
SAE # SAE #
30 50
IOW-30 15W-50
15W-50 20W-50
20W-50 20W-60
Oil Sump Capacity ......................... See Page 2-4

Oil Level ......... Oil levels are indicated by "High & Low"
marks on oil level gauge

8-1
 Oil Change Interval:
With integral screen ........................... 25 Hrs.
With small filter .............................. 50 Hrs.
With large filter ............................... 100 Hrs.

Oil Filter Interval:

With large or small filter ....................... 50 Hrs.

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

CA UTION ... Use on~l' oils.- conforming to Teledyne Continental

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

APPROVED PRODUCTS

The marketers of the aviation lubricating oils listed below have

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

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

marketer's statements or claims. Listing is made in alphabetical
.
order and is provided only for the convenience of the users .

Supplier Brand
BP Oil Corporation BP Aero Oil
Castrol Limited (Australia) Castrolaero AD Oil
Chevron U.S.A. Inc. Chevron Aero Oil
Continental Oil Conco Aero S
Delta Petroleum Company Delta Avoil Oil
Exxon Company, U.S.A. Exxon Aviation Oil EE
Gulf Oil Company Gulfpride Aviation AD
Mobil Oil Company Mobil Aero Oil
Mobil Oil Company Mobil Aero Super Oil
SAE 20W-50
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips Petroleum Company Phillips 66 Aviation Oil, Type A
Phillips Petroleum Company XjC Aviation Multiviscosity Oil
SAE 20W-50, SAE 20W-60
Quaker State Oil & Refining Co. Quaker State AD Aviation Engine Oil
Turbo Resources Limited (Canada) Red Ram Aviation Oil 20W-50

8-2
 Supplier Brand
Shell Canada Limited Aeroshell Oil W, Aeroshell Oil
W ISW-SO
Shell Oil Company Aeroshell Oil W, Aeroshell Oil
Oil W ISW-SO
Sinclair Oil Company Sinclair Avoil
Texaco Inc. Texaco Aircraft Engine Oil -
Premium AD
Union Oil Company of California Union Aircraft Engine Oil HD

INSPECTIONS

The following procedures and schedules are recommended for

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

DAILY INSPECTION (PREFLIGHT)

Before each flight the engine and propeller should be examined for
damage, oil leaks, proper servicing and security. Ordinarily the
cowling need not be opened for a daily inspection.

SO HOUR INSPECTION

Detailed information regarding adjustments, repair and replace-

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

I. Engine Conditions: Magneto RPM drop: Check

Full Power RPM: Check
Full Power Manifold Pressure: Check
Full Power Fuel Flow: Check
Idle RPM: Check
Record any values not conforming to engine specifications so that
necessary repair or adjustment can be made.

2. Oil Filter: Replace filter, inspect cartridge.

8-3
3. Oil: Change oil, if integral screen or small
filter is used.

4. Air Filter: Inspect and clean or replace as necessary;

5. High Tension Leads: Inspect for chafing and deterioration.

6. Magnetos: Check and adjust only if discrepancies

were noted in Step I.

7. General: Visually check hoses, lines, wiring, fit-

tings,baffles, etc. for general condition.

8. Exhaust System: Inspect for condition and leaks.

9. Adjustments & Perform service as required on any items

Repairs:

9. Adjustments & . Perform service as required on any items

Repairs: that are not within specifications.

10. Engine Conditions: Run up and check as necessary for any

items serviced in Step 9. Check engine for
oil and fuel leaks before returning to .
service.

100 HOUR INSPECTION

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

1. Oil: Drain while engine is warm. Refill sump.

2. Valves/ Cylinder: Check compression. (Refer to Service

Bulletin M84-15)

3. Cylinders, Fins,
Baffles: Inspect.

8-4
4. Control
Connections: Inspect and lubricate.

5. Fuel and Oil Hoses

and Lines: Inspect for deterioration, leaks, chafing.

6. Exhaust: Pressure check all joints for condition

and leaks.

7. Alternate Air ,
Door: Check operation.

8. Spark Plugs: Inspect, clean, regap (if necessary) and

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

9. Magnetos: Check. Adjust points and timing ifneces-

sary.

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

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

10. Oil Pressure

Relief Valve: Visually inspect externally.

II. Oil Temperature

Control Unit: Visually inspect externally.

12. Mixture & Throttle

Linkage: Inspect for wear and lubricate.

13. Adjustments & Perform service as required on any items

Repairs: found malfunctioning.

8-5
~4-Engi:- -~~ p~rfOr:=PI=n Up~:eCk eng~:e
Condition: for fuel or oil leaks before returning to
--l
service.

NOTE ... Refer to the Overhaul Manual for proper procedures and
limits.

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

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

8-6
 SECTION IX
TROUBLESHOOTING

The troubleshooting chart which follows, discusses symptoms

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

For additional information on more specific troubleshooting

procedures, refer to Maintenance and Overhaul Manual.

All engine maintenance should be performed by a qualified

mechanic. Any attempt by unqualified personnel to adjust, repair or
replace any parts may result in damage to the engine.

WARNING . .. Operation of a defective engine without a

preliminary examination can cause further damage to a dis-
abled component and possible injury to personnel. By
careful inspection and troubleshooing, such damage and
injury can be avoided and, in addition, the causes offaulty
operation can be determined without excessive disassembly.

This troubleshooting chart is provided as a guide. Review all prob-

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

9-1
 This trouble shooting chart is provided as a guide. Review all probable causes given. check other listings
of troubles with similar symptoms. Items are presented in the sequence of the approximate ease of
checking. not necessarily in order of pr.obability.

TROUBLE SHOOTING CHART

TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

1. Failure of a. Lack of fuel a. Check whether there is sufficient gasoline in tank if proper flow to carburetor Qr
engine to fuel pump.
start See that carburetor float and needle valve are functioning properly.
Make certain that the vent holes in gasoline tank caps are open.

b. Overpriming or b. Several unsuccessful attempts to start. accompanied by weak or intermittent

underpriming explosions and puffs of black smoke issuing from the exhaust pipe. would indicate
IoC
~ overpriming or flooding. This is remedied by turning ignition switch "Off". setting
throttle full open and pulling the propeller through three or four revolutions.
If engine is underprimed. repeat instructions given for starting engine.

c. Faulty ignition c. Check ignition wiring for proper connections, breaks in insulation and possible
short at terminals.
Check all spark plugs for insulation. clean points and correct gap clearance.
Gap clearance service limits are .018 - .022.
Check condition of magnetos as given in magneto instructions and check ground
terminal for possible shorting between magneto and switch.

d. Cold oil d. During extremely cold weather the engine oil becomes very thick. With the
ignition switch in the. "Off" position. turn the propeller over by hand several turns
to help break the drag created by cold oil between pistons. rings and cylinder walls.
In zero temperature· it is advisable to preheat the engine oi ... in· order to remedy
th~ roruHt'on. ._ _ _
 TROUBLE PROBABLE CAVSE CORRECTIVE ACTION
2. Low Oil a. Insufficient oil in a. Check the quantity of oil in sump.
Pressure oil sump. oil dilution. ACld oil or change oil to proper viscosity.
or using improper
grade oil for prevail-
ing ambient temp.

b. Leaking. damaged b. Check for restricted lines and loose connections. partially plugged oil filter and
or loose oil line screens. Clean parts. tighten connections and replace defective parts.
connection. Check for dirt in the oil screen and clean thoroughly.
Restricted screens Check oil pressure relief valve for having dirt at seat. and for plunger sticking
and filter. in its guide.
Check for worn bearings. Remove oil sump. Inspe~t and clean oil screen at the
I.C
I entrance of suction tube.
V-I

3. High Oil a. Insufficient a. Add oil or change oil to proper viscosity.

Temperatures amount of oil in
sump.

b. Check for dirty b. Change oil and filter.

or diluted oil.

c. Oil cooler dirty c. Replace valve or clean oil cooler.

exterior or interior.
Faulty oil tempera-
ture control unit
in oil cooler.
 TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
d. Prolonged d. Check oil cooler shutters (if any) for not being open. Reduce power or shut
ground operation down engine if ground time is to be prolonged.
at high RPM.

e. Failure to remove e. Remove barnes. repair! replace broken barnes or cylinder fins.
winter barnes. inter-
ference of loose or
broken barnes and
broken cylinder fins.

f. Check for exces- f. Enrichen mixture.

-.&;
I sively lean fuel
.&;0.
mixture.

4. Engine lacks a. Propeller out of a. Check propeller for track and balance. If propeller has been exposed to damp
power. reduc- track and/or weather for any length of time. the blades may have warped. increasing pitch. or if
tion in maxi- balance. . controllable pitch propeller is used. the pitch may be too great.
mum manifold
pressure or
critical altitude

b. Incorrectly ad- b. Check for full opening of throttle valve and for full closing of carburetor air
justed throttle con- heater valve; check movement of linkage by moving control from idle to full throttle.
trol. 'sticky' linkage Make proper adjustments and replace worn components. Service air cleaner.
or dirty air cleaner.
 TROt:BLE PROBABLE CAt:SE CORRECTIVE ACTION
c. Ignition system c. Check ignition system in general. Check accessible ignition cables and connec-
tions. Tighten loose connections. replace malfunctioning spark plugs. Inspect
spark plugs for fouled electrodes. heavy carbon deposits. erosion of electrodes.
improperly adjusted electrode gaps and cracked porcelains. Test plugs for regular
firing under pressure. Replace damaged or misfiring plugs. Spark plug gap to be
.018 to .022 inch.

d. Loose. damaged d. Check intake system in general for air leaks. Inspect entire manifold system for
manifolding possible leakage at connections. Replace damaged components and tighten all
connections and clamps.

e. Carburetor e. Check for icing conditions.

ice
'.Q
I
VI
f. Faulty f. Check tachometer for registering accurately.
tachometer

5. Engine runs a. Propeller or hub a. Check propeller for balance. track and tightness of hub and,! or attaching bolts.
rough at speeds
above idle
b. Ignition system b. Check ignition cables for damage and connections. Replace damaged or worn
& spark plugs component. Remove spark plugs. clean. set gaps to .018 to .022.
Check ignition system in general.

c. Improper fuel-air c. Check manifold connections for leaks. Tighten loose connections. Check fuel
mixture control for setting and adjustment. Check fuel filters and screens for dirt. Check
for proper pump pressure. and readjust as necessary. Check for proper operation
of carburetor.
 TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

d. Valves d. Check for any evidence of sticking valves.

e. Engine mounts e. Check engine mounting for any breaks and proper tightness of mounting bolts.

6. Engine Fails a. Cold engine a. Check for engine not being sufficiently warm.
to Accelerate
Properly

b. Idle mixture b. Check mixture control for being too lean. Readjust idle setting: clockwise to
too lean lean mixture and counter clockwise to richen mixture.

c. Incorrect fuel-air c. Check carburetor idling jet for not being adjusted properly or plugged. Tighten
I
-=
0- mixture loose connections. Service air cleaner.

d. Carburetor heat d. Check carburetor heat control for proper functioning and "Off" position.
control

e. Ignition system e. Check accessible ignition cables & connections: replace malfunctioning
spark plugs.

f. Valve guides and f. Check for worn intake valve guides and piston rings.
or piston rings

7. Fluctuating a. Vapor in fuel a. l'\ormally operating the auxiliary pump will clear systems: Operate auxiliary
Fuel Pressure system: excess fuel pump and purge system.
temperature
 TROl:BLE PROBABLE CAl'SE CORRECTIVE ACTIO!\

o. Fuel gauge line o. Purge gauge line and tighten connections.

leak or improperly
purged line.

8. Engine Fails a. Improper idle a. Check for incorrect idle speed adjustments. Readjust idle setting. Turn adjust-
to Idle mixture adjustment ment screw clockwise to lean mixture and counter clockwise to richen mixture.
Properly

b. Intake system b. Check for air leaks in the intake system.

leaks
...r;
I
.....J c. Fouled spark c. Remove and clean plugs. Adjust gaps. Replace m<.l Ifunctioning plugs.
plugs or improper
gap

d. Ignition system d. Check ignition system in general.

e. Idling jet clogged e. Check for dirt in carburetor idling jet.

f. Improper f. Check for proper compression, caused oy leaking valves. stuck or worn
compression piston rings.

9, Poor Engine a. Engine getting <.I.

Check fuel control for being in full "Idle Cut-Off" position. Check auxiliary
Idle Cut-Orr fuel pump for oeing "Off", if applicable.
 SECTION X
STORAGE AND REMOVAL FROM STORAGE
(ENGINE PRESERVATION FOR ACTIVE
AND STORED AIRCRAFT)
TCM has listed three reasonable minimum preservation pro-
cedures, that if implemented, will minimize the detriments of rust.
and corrosion. The procedures are a general recommendation for
our customers. Since local conditions are different and Teledyne
Continental Motors has no control over the application, more
stringent procedures may be required. Rust and corrosion
prevention are the owner's responsibility. It is the owner's
responsibility to choose a preservation program that is viable to the
particular aircraft's mission.
In all geographical areas the best method of preventing corrosion of
the cylinders and other internal parts of the engine, is to fly the
aircrft at least once a week, long enough to reach normal operating
temperatures which will vaporize moisture and other by-products
of combustion. This is even more important in areas of high
humidity or when the aircraft is based near the sea coast where
instances of corrosion in cylinders has been found after an inactive
period of only a few days.
Engines with less than 50 hours total time in service, and engines in
aircraft that are flown only occasionally, compared to frequent
flying. when exposed to normal atmospheric conditions will tend to
exhihit cylinder wall corrosion in a relatively short period of time if
t hey are not properly preserved. This would also apply to engines
with new or freshly honed cylinders after a top or major overhaul.
Preservation must he initiated within five days after delivery and for
these first 50 hours, SPECIAL attention should be followed
aecording to the engine preservation procedures established under
Program I. "Flyahle Storage':
After the accumulation of 50 engine operating hours, a slight
varnish deposit on the cylinder walls offers some protection against
corrosion. hut also engine preservation procedures as outlined
under Program II. "Flyable Storage" should be followed. If you
follow these procedures or frequently use your aircraft, it is very
unlikely you will have any problems. If problems do arise. verify
compliance with the procedures outlined in these programs.

10-1
If the aircraft will be stored or statically displayed for an undeter-
mined period of time, the engine must be preserved in accordance
with the ''Temporary'' or "Indefinite" storage procedures as fits your
purpose, listed in this section.

Aircraft engine storage recommendations are broken down into the

following categories:

FLYABLE STORAGE (Program I or II)

TEMPORARY STORAGE,(up to 90 days)
INDEFINITE STORAGE

FLYABLE STORAGE (Program I or II)

Program I - Engines or cylinders with less than 50 operating

hours:
a. Propeller pull thru every 5 days as per para-
graph 2; and
b. Fly every 15 days as per paragraph 3.

Program II - Engines or cylinders with more than 50 operating

hours to TBO if not fiown weekly:
a. Propeller pull thru every 7 days as per para-
graph 2; and
b. Fly every 30 days as per paragraph 3.

I. Service aircraft per normal airframe manufacturer's instruc-

tions.

2. The propeller should be rotated by hand without running the

engine. For 4 and 6 cylinder straight drive engines, rotate the engine
six revolutions, stop the propeller 45° to 90° from the original
position. For 6 cylinder geared engines, rotate' the propeller 4
revolutions and stop the propeller 30° to 60° from the original
position.

CAUTION . . . FOR MAXIMUM SAFETY, ACCOMPLISH

ENGINE ROTATION AS FOLLOWS:

10-2
 a. Verify magneto switches are "OFF"
b. Throttle position "CLOSEI),'
l'. Mixture control "IDLE CUT-OFF"
d. Set brakes and block aircraft wheels
e. I.eave aircraft tic-downs installed and verify that the cabin
door latch is open.
f. Do not stand within the arc of the propeller blades while
turning the propeller.

J. The aircraft should be flow)1 for thirty (30) minutes. reaching.

but not exceeding. normal oil and cylinder temperatures. If the
aircraft cannot be flown it should be represerved per "Temporary
Storage" or "Indefinite Storage". accordingly. Ground running is
not an acceptable substitute for flying.

NOTE ... If "b." in each program cannot be accomplished on

schedule due to weather. maintenance, etc .. pull the propeller thru
daily and accomplish as soon as possible.

It is necess\lry that for future reference. if required. the propeller

pull thru and flight time be recorded and verified in the engine
maintenance recordi log with the date. time and signature.·

TEMPORARY STORAGE (up to 90 days)

Preparation for Storage

I. Remove the top spark plug and spray preservative oil (Lubri-
cation Oil - Contact and Volatile Corrosion - Inhibited. MlL-L-
46002. Grade I) at room temperature, through upper spark plug
hole of each cylinder with the piston in approximately the bottom
dead center position. Rotate crankshaft as each pair of opposite
cylinders is sprayed. Stop crankshaft with no piston at top dead
center. A pressure pot or pump-up type garden pressure sprayer
may be used. The spray head should have ports around the circum-
ference to allow complete coverage of the cylinder walls.

10-3
NOTE . . . Shown below are some approved preservative oils
recommended for use in Teledyne Continental engines for
temporary and indefinite storage:

MIL-L-46002. Grade I Oils:

NOX RUST VCI-105 Daubert Chemical Company

4700 S. Central Avenue
Chicago. Illinois

PETROTECT VA Pennsylvania Refining Company

Butler. Pennsylvania

2. Re-spray each cylinder \vithout rotating crank. To thoroughly

cover all surfaces of the cylinder interior. mo\'e the noule or spray
gun from the top to the bottom of the cylinder.

J. Re-install spark plugs.

4. Apply presen'ative to engine interior by spraying the above

specified oil (approximately two ounces) through tht: oil filler tube.

5. Seal all engine openings exposed to the atmosphere using

sliita ble plugs. or moist ure resista nt ta pc. a nd a ttach red st rea mers
at each point.

6. Engines. with propellers installed. that are preser\'cd for storagc

in accordance with this scction should havc a tag affixcd to the
propeller in a conspicuous placc with the following notation on the
tag: "DO NOT TURN PROPELLER - ENGINE PRESERVED".
with the preservation date.

NOTE . . . If the engine is not returned to flyable status at the

expiration of the Temporary (90 day) Storage. it must be preserved
in accordance with the Indefinite Storage procedures .

. Preparation for Service

I. Remove seals. tape. paper and streamers from all openings.

10-4
2. With bottom spark plugs removed from the cylinders. hand
tllrn propeller several revolutions to clear excess preservative oil.
then rc-install spar k plugs:

3. Conduct normal start-up procedure.

4. Give the aircraft a thorough cleaning and visual inspection. A

test flight is recommended.

INDEFINITE STORAGE

Preparation for Storage

I. Drain the engine oil and refill with MIL-C-6529 Type II. Start
engine and run until normal oil and cylinder head temperatures are
reached. The preferred method \vould be to fly the aircraft for thirty
(0) minutes. Allow engine to cool to ambient temperature.
Accomplish steps I and 2 of "Temporary Storage':

NOTE ... M I L-C -6529 Type" may be formulated by thoroughly

mixing one part compound MIL-C-6529 Type I (Esso Rust-Ban
62R. Cosllloline No. 1223 or equivalent) with three parts ne\'.'
lubricating oil of the grade recommended for service (all at room
temperature). Single grade oil is recommended.

') Apply preservative to engine interior by spraying MIL-L-

46002. Grade I oil (approximately two ounces) through the oil filler
tube.

3. Install dehydrator plugs MS27215-1 or -2, in each of the top

spark plug holes. making sure that each plug is blue in color when
installed. Protect and support the spark plug leads with AN-4060
protectors.

4. If the engine is equipped with a pressure type carburetor.

preserve this component by the following method. Drain the
carburetor by removing the drain and vapor vent plugs from the
regulator and fuel control unit. With the mixture control in "Rich"
position, inject lubricating oil grade 1010 into the fuel inlet at a
pressure not to exceed 10 p.s.i. until oil flows from the vapor vent
opening. Allow excess oil to drain, plug the inlet and tighten and

10-5
safety the drain and vapor vent plugs. Wire the throttle in the open
position. place bags of desiccant in the intake and seal the opening
with moisture resistant paper and tape. or a cover plate.

5. If the carburetor is removed from the engine. place a bag of

desiccant in the throat of the carburetor air adapter. Seal the
adapter with moisture resistant paper and tape or a cover plate.

6. The TCM fuel injection system docs not require any special
preservation preparation. For presenoation of the Bendix RSA-
7DA-1 fuel injection system: refer to the Bendix Operation and
Service Manual.

7. Place a bag of disiccant in the exhaust pIpes and seal the

openings with moisture resistant tape.

8. Seal the cold air inlet to the heater muff with moisture resistant
tape to exclude moisture and foreign objects.

9. Seal the engine breather by inserting a dehydrator M S27215-2

plug in the breather hose and clamping in place.

10. Attach a red streamer to each place on the engine where bags of
desiccant are placed. Either attach red streamers outside of the
se.lled area with tape or to the inside of the sealed area with safety
wire to prevent wicking of moisture into the scaled area.

II. Engines. with propellers installed. t hat are preserved for storage
in accordance with this section should have each propeller tagged in
a conspicuolls place with the following notation on the tag: "DO
NOT TURN PROPELLER - ENGINE PRESERVED': with the
preservation date.

RETllRNING AN AIRCRAFT TO SERVICE PROCEDURES:

I. Rem()\"e the cylinder dehydrator plugs and all paper. tape.

desiccant bags and streamers lIsed to preserve t he engine.

2. Drain the corrosion preventive mixture and re-service with

recommended lubricating oil.

10-6
WARNING ... When returning the aircraft to service do not use the
corrosion preventive oil referenced in "INDEFINITE STORAGE':
paragraph 1 for more than 25 hours.

3. If the carburetor has been preserved with oil. drain it by

removing the drain and vapor vent plugs from the regulator and fuel
control unit. With the mixture control in "Rich" position, inject
service type gasoline into the fuel inlet at a pressure not to exceed 10
p.s.i. until all of the oil is flushed from the carburetor. Re-install the
carburetor plugs and attach th~ fuel line.

4. With bottom plugs removed, rotate propeller to clear excess

preservative oil from cylinders.

5. Re-install the spark plugs and rotate the propeller by hand

through the compression strokes of all the cylinders to check for
possible liquid lock. Start the engine in the normal manner.

6. Give the aircraft a thorough cleaning, visual inspection and test

flight per airframe manufacturer's instructions.

INSPECTION OF AIRCRAFT STORED PER INDEFINITE

STORAGE PROCEDURES:

I. Aircraft prepared for indefinite storage should have the

cylinder dehydrator plugs visually inspected every 15 days. The
plugs should be changed as soon as their color indicates unsafe
conditions of storage. If the dehydrator plugs have changed color in
one-half or more of the cylinders, all desiccant material on the
engine should be replaced.

2. The cylinder bores of all engines prepared for indefinite storage

should be re-sprayed with corrosion preventive mixture every six
months, or more frequently if bore inspection indicates corrosion
has started earlier than six months. Replace all desiccant and
dehydrator plugs. Before spraying, the engine should be inspected
for corrosion as follows: Inspect the interior of at least one cylinder
on each engine through the spark plug hole. If cylinder shows start
of rust, spray cylinder corrosion preventive oil and turn prop over
six times, then re-spray all cylinders. Remove at least one rocker
box cover from each engine and inspect the valve mechanism.

10-7
--
-------~=-~~~~---------------------~-~~~~~~-- -~---~~~-~ ..
-~--.--.-
 SECTION XI
GLOSSARY

ADMP - Absolute dry manifold pressure. It is used in establishing

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

AM BI ENT - A term used to denote a condition of the surrounding

atmosphere at a particular time. For example: Ambient Tempera-
ture or Ambient Pressure.

BliP - Brake Horsepower. The power actually delivered to the

engine propeller shaft. It is so called because it was formerly
measured by applying a brake to the power shaft of an engine. The
required effort to brake the engine could be converted to horse-
power - hence: "Brake" horsepower.

BSFC - Brake Specific Fuel Consumption. Fuel consumption

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

Fuel consumption in PPH 100

= = .5
Brake horsepower 200

COLD SOAKING - Prolonged exposure of an object to cold tem-

peratures so that its temperature throughout approaches that of
ambient.

CRITICAL ALTITUDE - The maximum altitude at which a

component can operate at 100% capacity. For example, an engine
with a critical altitude of 16,000 feet cannot produce 100% of its
rated manifold pressure above 16.000 feet.

DENSITY ALTITUDE - The effective altitude, based on prevailing

temperature and pressure. equivalent to some standard pressure
altitude.

DYNAMIC CONDITION - A term referring to properties ofa body

in motion.
11-1
E. G .~. -~~-haU:~G as-T-e-n-,per=~:surcmen' Of~h~S-g~-te-n-1----~'1
perature is sometimes used as an aid to fuel management. II

EXHAUST BACK PRESSURE - Opposition to the flow of exhaust

gas, primarily caused by the size and shape of the exhaust system. I

Atmosphere pressure also affects back pressure.

FOUR CYCLE - Short for "Four Stroke Cycle". It refers to the four
strokes of the piston in completing a cycle of engine operation
(Intake, Compression, Power and Exhaust).

Fl1EL INJECTION - A process of metering fuel into an engine by

means other than a carburetor.

GALLERY - A passageway in an engine or component. Especially

one through which oil is flowed.

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

expecially atmospheric pressure or manifold pressure.

HEAT SOAKED - Prolonged exposure of an object to hot tempera-

ture so that its temperature throughout approaches that of ambient.

HllMIDITY - Moisture in the atmosphere. Relative humidity.

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

LEAN LIMIT MIXTURE - The leanest mixture permitted for any

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

MANIFOLD PRESSURE - Absolute pressure as measured in the

intake manifold. Usually measured in inches of mercury.

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

combustion.

NATURALLY ASPIRATED (ENGINE) - A term used to describe

an engine which obtains induction air by drawing it directly from
the atmosphere into the cylinder. A nonsupercharged engine.

11-2
 -----------------------.,

NRP - Normal Rated Power.

O.A.T. - Outside air temperature.

OCTANE NllMBER - A rating which describes relative anti-knock

'(detonation) characteristics of fuel. Fuels with greater detonation
resistance than 10 octane are given Performance Ratings.

OIL TEMPERATlIRE CONTROL llNIT - A thermostatic unit

used to di\"ert oil through or around the oil cooler. as necessary. to
maintain oil temperature within'desired limits.

OVERBOOST VALVE - A safcty device used on some turbo-

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

OVEIUIEAD VALVES - An engine configuration 111 which the

"ah"es arc located in the cylinder head itself.

OVERSPEED - When an engine has exceeded its rated revolutions

per minute.

PERFOI~MANCE RATING - A rating system used to describe the

ability of fuel to withstand heat and pressure of combustion as
compared with 100 octane fuel. For example. an engine with high
compression and high temperature necds a higher Performance
Rated fuel than a low compression engine. A rating of 100 130
denotes performancc characteristics of lean (100) and rich (130)
mixtures respectively.

PRESSliRE ALTlTllDE - Altitude. usually expressed in feet.

(using absolute pressure (static) as a referencc) equivalent to
altitude abm"c the standard sea level reference plane (29.92" Hg).

PROPELLER LOAD CVRVE - A plot of horsepower. fuel flow. or

manifold pressure verslls RPM through the full power range of one
engine lIsing a fixed pitch propeller or a constant spced propellcr
running on the low pitch stops. This curve is established or deter-
mined during design and development of the engine.

11-3
 l
I>ROPELLER PITCH - The angle between the mean chord of the I
propeller and the plane or rotation. !
I

RAM - Increased air pressure due to forward speed. I

RATED POWER - The maximum horsepower at which an engine is

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

RETARD BREAKER - A de\.'ice used in magnetos to delay ignition

during cranking. It is used to facilitate starting.

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

ROCKER ARM - A mechanical de\'ice used to transfer motion

from the pushrod to the \'al\'e.

SCAVENGE PllMP - A pump (especially an oil pump) to pre\ent

accumulation of liquid in some particular area.

SONIC VENTURI - A restriction. especially in cabin pressuri/a-

tion systems, to limit the flow of air through a duct.

STANDARD DAY - By general acceptance, temperature

59° I-'j15°C, pressure - 29.92 In. Hg.

STATIC CONDITION - A term referring to properties of a hody at

rest.

SllMP - The lowest part of a system. The main oil sump on a wet
sump engine contains the oil supply.

TBO - Time Between O\'erhauls. Usually expressed 111 operating

hours.

11-4
T.D.C. - Top Dead Center. The position in whieh the piston has
reached the top of its travel. A line drawn hetween the crankshaft
rotational axis. through the connecting rod end axis and the piston
pin center would he a straight line. Ignition and valve timing arc
stated in terms of degrees hefore or after TOe.

THERMAL EFFICIENCY - Regarding engines. the percent of

total heat generated which is cOJl\Trted into useful power.

T.I.T. - Turhine Inlet Temperature. The measurement of E.G.T. at the

turhocharger turhine inlet. -

TORQtJE - Twist ing moment or leverage. stated in pounds-foot (or

pounds-inch).

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

through a system is disturbed by the formation of vapor. Any liquid
will turn to vapor if heated sufficient Iy. The amount of heat required
for vapori/ation will depend on the pressure exerted on the liquid.

VISCOSITY - The characteristic of a liquid to resist flowing.

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

VOLATILITY - The tendency of a liquid to vaporize.

11-5
VOU:METRIC EFFICIENCY -The ability of an engine 10 fill its
cylinders with air compared to their capacity for air under static
conditions. A "normally aspirated" engine will always han~ a
yolumetric efficiency of slightly less than 100%. whereas super-
chargers permit volumetric efficiencies in excess of 100%.

11-6