O-200-D

CONTINENTAL® AIRCRAFT ENGINE

MAINTENANCE
AND
OVERHAUL
MANUAL

Technical Portions Accepted by the Federal Aviation Administration

Publication M-2
©
2011 CONTINENTAL MOTORS, INC. AUG 2011
Supersedure Notice
This manual revises O-200-D & X series maintenance and overhaul instructions contained in Publication Part No.
M-2 dated 15 October 2009. Previous editions of M-2 are obsolete upon release of this manual. Instructions in this
manual are for O-200-D and subsequent engine models only and shall not be used for O-200-A, B or C series
engines.

Effective Changes for this Manual

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

List of Effective Pages

Document Title: O-200-D & X Series Engine Maintenance and Overhaul Manual
Publication Number: M-2 Initial Publication Date: 31 August 2011
Page Change Page Change Page Change Page Change
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Published and printed in the U.S.A. by Continental Motors, Inc.

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

Copyright © 2011 Continental Motors. All rights reserved. This material may not be reprinted, republished, broadcast, or otherwise altered
without the publisher's written permission. This manual is provided without express, statutory, or implied warranties. The publisher will not be
held liable for any damages caused by or alleged to be caused by use, misuse, abuse, or misinterpretation of the contents. Content is subject
to change without notice. Other products and companies mentioned herein may be trademarks of the respective owners.

A O-200-D & X Series Engine Maintenance and Overhaul Manual

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

Service Document Subject Affected Chapter

M64-18, Turbocharger Field Conversion Engine Modification N/A
M72-17R1, Maximum Weight Difference Allowance Between E n g i n e A s s e m b l y a n d 10, 15, 17
Connecting Rods and Pistons in the Same Engine Overhaul
M73-13, Reaming and Bushing Rocker Shaft Bosses C y l i n d e r R e p a i r a n d 10, 15, 17
Overhaul
M75-6R1, Conversion of Engines From One Model to Another Engine Configuration N/A
M76-4, Installation Of Propeller Shaft Or Nose Oil Seals Oil Seal Replacement 10, 15, 17
M76-5R1, Remote Mounted Oil Coolers Engine Installation and Oil 4 & 5
Servicing
M76-8, Intake Valve Change Engine Maintenance and N/A
Overhaul
M76-15, Fuel Pumps Fuel Pump and Camshaft N/A
Replacement
M77-19, Intake and Exhaust Rocker Arm Identification and Engine Assembly N/A
Application
M81-8R1, Fuel Pump Screen Restriction Fuel Pump Inspection and N/A
Parts Replacement
M81-25, Exhaust Flange to Cylinder Installation Procedures Engine Installation 5
M86-9, Crankcase Modification Engine Overhaul N/A
M87-15, Alternator Ground Strap Alternator Replacement N/A
M88-9, Lightning Strikes Unscheduled Maintenance 7
M88-10, Contaminated Fuels Unscheduled Maintenance 7
M89-7R1, Engine Operation after Cylinder Replacement and/or Engine Operation-break-in 5, 7 & 18
Major Overhaul
M89-9, Excessive Crankcase Pressure Unscheduled Maintenance 6 & 8
M89-18, EGT Recommendations EGT Leaning N/A
M90-9, New TCM Magneto and Harness Applications M a g n e t o a n d I g n i t i o n 10 & 17
Harness Replacement
M90-13, Exhaust Valve Stem Corrosion/Erosion Inspection & Overhaul 7, 10 & 15
M90-17, Crankcase Inspection Criteria Inspection 10 & 15
M91-4, Piston Identification and Piston Ring Application Bulletin Piston Replacement 10 & 17
M91-9, Cam and Lifter Lubrication during Rebuild Overhaul 10 & 16
M92-5, Precision Airmotive Corporation Mandatory Service C a r b u r e t o r P a r t s 10 & 16
Bulletin #MSA-1 Rev. 1 and MSA-2 Rev. 1 Replacement
M92-8, Application of 4-1/6" Diameter Cylinder Assemblies Cylinder Replacement 10, 13, 15 & 16

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 Service Document Subject Affected Chapter
M93-8, Rocker Arm to Rotocoil Clearance Rocker Arm Clearance 10 & 15
M93-10, TCM Ignition Systems Service Bulletin 639 Inspection 7, 10 & 15
SIL93-11A, New Service Document Format Service Documents 1
MSB93-12, Valve Retainer Key Installation Inspection Inspection 10, 15 & 16
SIL93-14, CFC Compliance N/A N/A
SIL93-15, General Practices for Installation of Lock Wire, Tab Standard Practices Appendix C
Washers, and Cotter Pins
CSB94-1, TCM Ignition CSB641 Magneto Coil 10 & 15
SIL94-5, Mobil AV-1 Oil Authorized Lubricants 3
MSB94-8C, Magneto to Engine Timing Service 5, 6, 10 & 17
SID94-12, Precision Airmotive Corp. Service Bulletin MSA-7 Carburetor Ve n t u r i 6, 10 & 15
Replacement
SB95-2, Inspection and Maintenance of Engine Control Cables Inspection 6
and Linkage
SB95-3B, Alternator/Generator Drive Couplings Inspection 6, 10 & 15
CSB95-4, Intake Valve Guide Seal Inspection N/A 10 & 15
SIL95-5, Hose and Tubing Installation Hose and tubing installation Appendix C
CSB96-1, Starter Gear and Clutch Assembly, P/N 653575 Starter Replacement 6, 10 & 15
SID96-6, TCM Ignition SB653 Engine Operation-Hot 6 & 7
magneto Test
SB96-7C, Torque Limits fastener torque Appendix B
MSB96-10, Requirements for Ultrasonic Inspection C ran ksh a f t R e mo val & 15
Replacement
SB96-11B, Propeller Strikes and Hydraulic Lock Scheduled Inspection 6
SB96-12, Continued Airworthiness for TCM Cylinders Scheduled Inspection 6 & 10
SIL97-1, Airworthiness Limitations Airworthiness Limitations 4
SID97-2B, TCM Cylinder Warranties N/A N/A
SID97-4C, Cylinder Bore and Piston Fit Specifications Overhaul & Service Limits 10 & Appendix D
SB97-6A, Mandatory Replacement Parts E n g i n e I n s p e c t i o n & Throughout
Assembly
CSB97-10A, Piston Pin Plug Wear Service Limits 10
SIL97-14, Replacement Cylinder Assembly Cylinder Replacement 7, 10, 15, 16, 17 &
App. D
SB97-15, TCM Ignition Service Bulletin SB660 N/A 6
CSB98-1B, Intake and Exhaust Valve Inspection Service Limits 10 & 15, 16, 17 &
App. D
SIL98-9A, Time Between Overhaul Periods Eng ine Specifications, 2 & 6
Scheduled Maintenance

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Service Document Subject Affected Chapter
SIL99-1, Engine Preservation for Active and Stored Aircraft Engine preservation and 9
r e t ur ni ng a n en g i n e t o
service after storage
SIL99-2C, Current Listing of Sealants, Lubricants and Adhesives Materials Throughout
Authorized by TCM
SB99-8, Engine Fuel Injection System Preservation Fuel Injection system 5
storage
SB00-3A, Crankshaft, Counterweight and Connecting Rod Repair Repair Specifications 10
Information
SB00-4A, Australian AVGAS Contamination Inspection and Operation 6
SIL00-7A, Oil Gauge Rod Application Oil Servicing 6
SIL00-9A, Engine Data Plates N/A N/A
SB00-10, Fuel Pump Seal Fuel Pump Installation 10 & 17
SIL00-11B, Release of new Cylinder Induction Port Drain Cylinder Assembly 10 & 17
Connector
SB00-12, Service Publications for Rolls Royce Manufactured Publication Responsibility N/A
Engines
SIL02-6A, Production Release of Optional Intake And Exhaust Valve Replacement N/A
Valves
CSB02-8, TCM Ignition Systems CSB664 N/A 6, 10 & 15
SIL03-1, Cold Weather Operation – Engine Preheating Preheating procedures 7
SIL03-2B, Currently Active Approved Spark Plug Application Spark plugs 2&6
SIL03-3, Differential Pressure Test and Borescope Inspection Inspection Criteria 6
SIL04-2, Cylinder Barrel Ultrasonic Inspection N/A 10, 15
CSB04-5A, TCM Ignition Systems CSB665A Magneto Service 10
SB04-10, Piston Pin Marking Overhaul Repairs 10 & 15
SB04-11, Valve Guide Application, Installation and Reaming Valve Guide Repairs 10 & 15
SIL04-12, TCM Authorized Engine Adjustments, Component Engine Specification 2, 5, 10 & 17
Replacement and Repositioning
SID05-1, Design, Operation and Maintenance of TCM Camshafts Inspection Criteria 15 & Appendix D
and Hydraulic Lifters
SB05-2, Overspeed Limitations Unscheduled Maintenance 6 & 7
SIL05-3, Engine Specification Numbers Engine Specification 2
SB05-9, Slick Service Bulletin SB1-88B Magneto Inspection 6 & 15
SB07-1, Connecting Rod Piston Pin Bushing Inspection Inspection 15
SB07-8, Recommended Minimum RPM & Manifold Pressure Engine Operation 7
Cruise Operations Limits
SB08-3, Throttle & Mixture Control Arms N/A N/A
SB08-6, Precision Airmotive, LLC Mandatory Carburetor Service Carburetor Inspection 6 & 10
Bulletin MSA-13

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Service Document Subject Affected Chapter
SB08-7, Precision Airmotive, LLC Mandatory Carburetor Service Carburetor Inspection 6 & 10
Bulletin MSA-14
SB08-8, Slick Service Bulletin SB2-08 Magneto Inspection 6, 15
SB08-9A, Slick Service Bulletin SB3-08A Magneto Inspection 6, 15
SB08-13, Induction System Hose and Clamp Installation Induction S y s t e m 6, 10 & 17
Inspection & Assembly
SIL640, Service Document Format Service Documents Preface & 1
SB643B, Maintenance Intervals for TCM Bendix Magnetos Inspection & Operation 6, 7, 10, 15, 16 & 17
SB653, Hot Magneto Test Inspection & Operation 6, 7

Service Documents Released After Publication

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

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 Service Bulletins Release After This Manual
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O-200-D & X Series Engine Maintenance and Overhaul Manual v

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 PREFACE
Continental Motors, Inc. provides Instructions for Continued Airworthiness based on the design,
testing, and certification of engines and parts for which Continental Motors is the holder of the
Type Certificate (TC) or Parts Manufacture Approval (PMA) issued by the Federal Aviation
Administration (FAA). Instructions in Continental Motors manuals, which include maintenance,
repair limits, overhaul, and installation, are applicable only to engines and parts supplied by
Continental Motors.
O-200-D and subsequent model engines are developed and certified in compliance with Federal
Aviation Regulation (FAR) §33. The Airworthiness Limitation Section (Chapter 4) of this manual
is approved by the FAA, with the balance of the Instructions for Continued Airworthiness (ICAs)
contained in this manual designated as “acceptable” by the FAA. Pursuant to FAR §43.13, each
person performing maintenance, alteration, or preventive maintenance on the engine or
accessories must use methods, techniques, and practices prescribed in the ICAs.
Except for FAR part 43.3 authorized owner preventive maintenance, Continental Motors ICAs are
written for exclusive use by FAA (or equivalent authority) licensed mechanics or FAA (or
equivalent authority) certified repair station employees working under the supervision of an FAA
licensed mechanic. Information and instructions contained in this manual anticipate the user
possesses and applies the knowledge, training, and experience commensurate with the
requirements to meet the prerequisite FAA license and certification requirements. No other use is
authorized.
Installation of aftermarket parts on a Continental Motors engine constitutes a deviation from type-
design criteria. Continental Motors has not participated in design, test, or certification of any
aftermarket parts. Continental Motors does not provide product manufacturing specifications to
aftermarket parts manufacturers and accepts no liability for the suitability, durability, longevity, or
safety of such parts installed on Continental Motors engines. Installation of aftermarket parts on a
Continental Motors engine must be performed using Instructions for Continued Airworthiness
prepared by the manufacturer and accepted by the FAA for the subject installation. Continental
Motors ICAs must not be used for such parts.
Service documents may contain general information or information specific to a group of engines
or be in effect for a limited time frame. Service Documents may also contain advance changes to
the ICAs. It is the responsibility of the organization/person maintaining or operating the engine to
verify that current and complete information, including Service Documents, FAA Airworthiness
Directives (ADs), and publications are used.
To facilitate the use of current data, Continental Motors provides information the Continental
Motors web site. The information available includes a listing of the latest manual versions,
service documents, FAA ADs, and other information applicable to the ICAs.
Manuals published since 2003 are available on the Continental Motors web site to Fixed Base
Operators (FBOs) who subscribe to Continental Motors Internet Services. Information available
to engine owners is also available to FBOs. Printed manuals and service subscriptions are also
available. Printed manuals and service subscriptions are also available. Refer to “Publication
Access” in Section 1-2.3.

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 TABLE OF CONTENTS

Chapter 1. Introduction
1-1. Scope and Purpose of This Manual ................................................................. 1-1
1-1.1. Advisories .................................................................................................................... 1-1
1-1.2. Using this Manual ........................................................................................................ 1-2
1-1.3. Compliance .................................................................................................................. 1-3
1-1.4. Order of Precedence..................................................................................................... 1-4
1-2. Publications...................................................................................................... 1-5
1-2.1. Service Documents ...................................................................................................... 1-5
1-2.2. Related Publications..................................................................................................... 1-6
1-2.3. Publication Access ....................................................................................................... 1-7
1-2.4. Publication Changes..................................................................................................... 1-7
1-2.4.1. Update/Change Distribution .............................................................................. 1-7
1-2.4.2. Suggestions and Corrections ............................................................................. 1-9
1-3. Contact Information ....................................................................................... 1-10

Chapter 2. Engine Description

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

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 Chapter 3. Special Tools and Supplies
3-1. Special Tools.................................................................................................... 3-1
3-1.1. Vendor Contact Information ........................................................................................ 3-6
3-1.2. Mechanic’s Tools ....................................................................................................... 3-14
3-2. Lubricants, Sealants and Adhesives .............................................................. 3-15
3-2.1. Engine Oil Specifications .......................................................................................... 3-15
3-2.2. Recommended Oil Grade: ......................................................................................... 3-15
3-2.3. Recommended Ashless Dispersant Aviation Engine Oils ......................................... 3-16
3-2.4. Oil Change Intervals .................................................................................................. 3-16
3-2.5. Additives.................................................................................................................... 3-17

Chapter 4. Airworthiness Limitations

4-1. Mandatory Replacement Times ....................................................................... 4-1
4-2. Mandatory Inspection Intervals ....................................................................... 4-1
4-3. Other Related Procedures ................................................................................ 4-1
4-4. Distribution of Changes to Airworthiness Limitations.................................... 4-1

Chapter 5.Engine Removal & Installation

5-1. Engine Removal............................................................................................... 5-1
5-2. Engine Installation ........................................................................................... 5-3
5-2.1. Common Tools and Consumable Supplies Required .................................................. 5-3
5-2.2. Engine Receipt and Handling ...................................................................................... 5-3
5-2.2.1. Uncrating the Engine......................................................................................... 5-3
5-2.2.2. Crating an Engine for Shipping......................................................................... 5-4
5-2.2.3. Acceptance Inspection....................................................................................... 5-4
5-2.3. Engine Transport.......................................................................................................... 5-4
5-3. Installation Procedures..................................................................................... 5-5
5-3.1. Prepare the Airframe for Engine Installation............................................................... 5-5
5-3.2. Prepare the Engine for Installation .............................................................................. 5-5
5-3.3. Installation Sequence ................................................................................................... 5-6
5-3.3.1. Engine Pre-oiling............................................................................................... 5-7
5-3.3.2. Fuel Purge and Leak Check............................................................................... 5-8
5-3.4. Installation Inspection.................................................................................................. 5-9
5-3.5. Preflight and Run-up.................................................................................................... 5-9
5-4. Engine Installation Drawings ........................................................................ 5-10

Chapter 6. Engine Inspection and Service

6-1. Inspection Program Introduction ..................................................................... 6-1
6-2. Inspection and Maintenance Schedule............................................................. 6-1
6-3. Scheduled Inspections ..................................................................................... 6-1
6-3.1. 25-Hour Initial Operation Inspection........................................................................... 6-3
6-3.2. 50-Hour Engine Inspection.......................................................................................... 6-4

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 6-3.3. 100-Hour (Annual) Engine Inspection......................................................................... 6-5
6-3.4. 500-Hour Engine Inspection ........................................................................................ 6-6
6-3.5. Visual Inspection.......................................................................................................... 6-7
6-3.6. Engine Operational Check ........................................................................................... 6-8
6-3.6.1. Maintenance Preflight Inspection ...................................................................... 6-8
6-3.6.2. Required Test Equipment ................................................................................ 6-10
6-3.6.3. Carburetor Adjustment .................................................................................... 6-10
6-3.6.4. Magneto Drop Check....................................................................................... 6-12
6-3.6.5. Engine Shutdown............................................................................................. 6-13
6-3.7. Engine Oil Servicing .................................................................................................. 6-14
6-3.7.1. Check and Replenish Engine Oil Level........................................................... 6-14
6-3.7.2. Oil Change ....................................................................................................... 6-15
6-3.7.3. Check for Oil Leaks......................................................................................... 6-17
6-3.7.4. Oil Sample Collection ..................................................................................... 6-17
6-3.7.5. Oil Trend Monitoring and Spectrographic Oil Analysis ................................ 6-18
6-3.8. Ignition System Maintenance..................................................................................... 6-18
6-3.8.1. Magneto Timing .............................................................................................. 6-18
6-3.8.2. Spark Plug Maintenance .................................................................................. 6-22
6-3.8.3. Ignition Harness Maintenance ......................................................................... 6-24
6-3.9. Cylinder Inspections .................................................................................................. 6-27
6-3.9.1. Cylinder Visual Inspections............................................................................. 6-27
6-3.9.2. Differential Pressure Test ................................................................................ 6-28
6-3.9.3. Cylinder Borescope Inspection........................................................................ 6-36
6-3.9.4. Cylinder to Crankcase Mounting Deck Inspection.......................................... 6-40
6-3.9.5. Baffle Inspection.............................................................................................. 6-41
6-3.9.6. Cowling Inspection.......................................................................................... 6-45
6-3.10. Crankcase Inspection ................................................................................................. 6-46
6-3.11. Engine Mount Inspection ........................................................................................... 6-48
6-3.12. Induction System Inspection...................................................................................... 6-48
6-3.13. Ignition System Inspection......................................................................................... 6-50
6-3.13.1.Impulse Coupling Functional Check ............................................................... 6-52
6-3.13.2.Starting Vibrator Functional Check................................................................. 6-53
6-3.14. Engine Gauge Inspection ........................................................................................... 6-54
6-3.15. Fuel System Inspection .............................................................................................. 6-56
6-3.16. Engine Control Linkage Inspection ........................................................................... 6-58
6-3.17. Alternator Inspection.................................................................................................. 6-59
6-3.17.1.Alternator Drive Hub Inspection ..................................................................... 6-60
6-4. Unscheduled Maintenance ............................................................................. 6-61
6-4.1. Propeller Strike........................................................................................................... 6-61
6-4.1.1. Propeller Strike Inspection .............................................................................. 6-61
6-4.2. Hydraulic Lock Inspection......................................................................................... 6-62
6-4.3. Engine Overspeed Inspections ................................................................................... 6-63
6-4.3.1. Category I Overspeed Inspection .................................................................... 6-63
6-4.3.2. Category II Overspeed Inspection ................................................................... 6-64
6-4.3.3. Category III Overspeed Inspection.................................................................. 6-64
6-4.4. Lightning Strike Inspection........................................................................................ 6-64
6-4.5. Contaminated Fuel System Inspection....................................................................... 6-65
6-4.6. Foreign Object Contamination Inspection ................................................................. 6-65
6-5. Inspection Checklists ..................................................................................... 6-66

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 Chapter 7. Engine Operation
7-1. Introduction...................................................................................................... 7-1
7-2. Flight Prerequisites .......................................................................................... 7-1
7-2.1. Oil Change Interval...................................................................................................... 7-1
7-2.2. Engine Fuel Requirements........................................................................................... 7-2
7-2.3. Flight Check and Break-In........................................................................................... 7-2
7-2.3.1. Engine Break-In ................................................................................................ 7-3
7-2.3.2. Flight Check ...................................................................................................... 7-4
7-3. Normal Operation ............................................................................................ 7-4
7-3.1. Pre-operational Requirements...................................................................................... 7-5
7-3.2. Engine Start.................................................................................................................. 7-6
7-3.2.1. Cold Start........................................................................................................... 7-7
7-3.2.2. Flooded Engine.................................................................................................. 7-7
7-3.2.3. Hot Start ............................................................................................................ 7-8
7-3.3. Ground Run-up ............................................................................................................ 7-8
7-3.4. Engine Shutdown......................................................................................................... 7-9
7-4. Engine Operation in Abnormal Environments ............................................... 7-11
7-4.1. Engine Operation in Extreme Cold............................................................................ 7-11
7-4.1.1. Engine Preheating............................................................................................ 7-12
7-4.2. Engine Operation in Hot Weather.............................................................................. 7-16
7-4.2.1. Cooling an Engine in Hot Weather ................................................................. 7-16
7-4.2.2. Engine Restart in Hot Weather........................................................................ 7-17
7-4.2.3. Ground Operation in Hot Weather .................................................................. 7-17
7-4.2.4. Take-off and Initial Climb Out in Hot Weather .............................................. 7-17
7-4.3. Ground Operation at High Density Altitude.............................................................. 7-18

Chapter 8. Troubleshooting
8-1. General Troubleshooting ................................................................................. 8-2
8-2. Induction System ............................................................................................. 8-4
8-3. Fuel System ..................................................................................................... 8-6
8-4. Charging System.............................................................................................. 8-7
8-5. Starting System ................................................................................................ 8-8
8-6. Ignition System................................................................................................ 8-9
8-6.1. Ignition Harness and Spark Plug Diagnostics............................................................ 8-10
8-7. Lubrication System......................................................................................... 8-11
8-8. Engine Cylinders ........................................................................................... 8-13
8-9. Crankcase or Accessory Case........................................................................ 8-14
8-9.1. Excess Crankcase Pressure ........................................................................................ 8-15
8-10. Exhaust System.............................................................................................. 8-15

Chapter 9. Engine Preservation and Storage

9-1. Preserving and Storing an Engine.................................................................... 9-1
9-1.1. Engine Preservation Checklist ..................................................................................... 9-1

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 9-1.2. New or Unused Engine Storage ................................................................................... 9-1
9-1.3. Temporary Storage ....................................................................................................... 9-1
9-1.4. Indefinite Storage ......................................................................................................... 9-3
9-1.5. Return an Engine to Service after Storage ................................................................... 9-4

Chapter 10.Non-Overhaul Repair and

Replacement
10-1. Parts Replacement.......................................................................................... 10-1
10-2. Induction and Fuel System Parts Replacement.............................................. 10-4
10-2.1. Carburetor Removal ................................................................................................... 10-4
10-2.2. Carburetor Installation ............................................................................................... 10-6
10-3. Starter Replacement ....................................................................................... 10-8
10-3.1. Starter Removal.......................................................................................................... 10-8
10-3.2. Starter Service Limits............................................................................................... 10-10
10-3.3. Starter Installation .................................................................................................... 10-10
10-4. Alternator Replacement ............................................................................... 10-12
10-4.1. Alternator Removal.................................................................................................. 10-12
10-4.1.1.Alternator Drive Hub Removal ..................................................................... 10-12
10-4.1.2.Alternator Drive Hub Installation.................................................................. 10-14
10-4.2. Alternator Installation .............................................................................................. 10-14
10-5. Magneto Replacement ................................................................................. 10-16
10-5.1. Continental Motors Magneto Removal.................................................................... 10-16
10-5.2. Continental Motors Magneto Installation ................................................................ 10-17
10-5.3. Slick Magneto Removal........................................................................................... 10-18
10-5.4. Slick Magneto Installation ....................................................................................... 10-19
10-6. Lubrication System Repair .......................................................................... 10-20
10-6.1. Oil Pump Repair and Replacement .......................................................................... 10-20
10-6.2. Oil Sump or Oil Suction Tube Repair and Replacement ......................................... 10-21
10-6.3. Oil Cooler Repair and Replacement ........................................................................ 10-21
10-6.3.1.Oil Cooler Adapter Removal ......................................................................... 10-21
10-6.3.2.Oil Cooler Adapter Installation ..................................................................... 10-22
10-6.4. Oil Pressure Relief Valve Repair and Replacement................................................. 10-23
10-6.5. Lubrication Component Service Limits................................................................... 10-24
10-7. Engine Cylinder Maintenance ..................................................................... 10-26
10-7.1. Rocker Arm Removal .............................................................................................. 10-26
10-7.2. Pushrod Housing Removal....................................................................................... 10-28
10-7.3. Lifter Removal ......................................................................................................... 10-29
10-7.4. Engine Cylinder Removal ........................................................................................ 10-30
10-7.5. Engine Cylinder Dimensional Inspection ................................................................ 10-34
10-7.5.1.Cylinder Service Limits................................................................................. 10-36
10-7.6. Cylinder Installation................................................................................................. 10-41
10-7.7. Lifter Installation...................................................................................................... 10-43
10-7.8. Pushrod Housing Installation ................................................................................... 10-44
10-7.9. Rocker Arm Installation........................................................................................... 10-45
10-7.10. Cylinder Torque ....................................................................................................... 10-47
10-8. Crankshaft Nose Oil Seal Replacement....................................................... 10-48

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 10-8.1. Crankshaft Nose Oil Seal Removal ......................................................................... 10-48
10-8.2. Crankshaft Nose Oil Seal Installation...................................................................... 10-49
10-9. Crankcase Repair ......................................................................................... 10-50

Chapter 11. Engine Overhaul Introduction

11-1. Engine Overhaul ............................................................................................. 11-1
11-2. Overhaul Schedule.......................................................................................... 11-1
11-3. Overhaul Sequence ......................................................................................... 11-2
11-4. Overhaul Checklists........................................................................................ 11-3

Chapter 12. Engine Disassembly

12-1. Engine Disassembly Sequence ...................................................................... 12-1
12-2. Ignition System Removal and Disassembly .................................................. 12-2
12-2.1. Continental Motors Ignition System Removal .......................................................... 12-2
12-2.2. Slick Ignition System Removal ................................................................................. 12-3
12-3. Fuel Pump Pad Cover Removal..................................................................... 12-4
12-4. Induction System Removal............................................................................ 12-6
12-5. Oil Cooler Adapter Removal ......................................................................... 12-8
12-6. Starter Removal ........................................................................................... 12-10
12-7. Alternator Removal ...................................................................................... 12-11
12-8. Oil Sump Removal ...................................................................................... 12-12
12-9. Accessory Case Removal ............................................................................ 12-14
12-10. Inter-cylinder Baffle Removal ..................................................................... 12-15
12-11. Engine Cylinder and Piston Removal.......................................................... 12-16

Chapter 13.Component Disassembly

13-1. Ignition System.............................................................................................. 13-1
13-2. Starter Disassembly ....................................................................................... 13-1
13-3. Accessory Case Disassembly ........................................................................ 13-2
13-3.1. Oil Pump Disassembly............................................................................................... 13-4
13-4. Oil Cooler Adapter Disassembly ................................................................... 13-5
13-5. Induction System Disassembly...................................................................... 13-6
13-6. Crankcase Disassembly ................................................................................. 13-8
13-7. Crankshaft Disassembly .............................................................................. 13-12
13-8. Engine Cylinder Disassembly...................................................................... 13-13

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 Chapter 14. Engine Cleaning
14-1. Engine and Component Cleaning .................................................................. 14-1
14-1.1. Cylinder Cleaning ...................................................................................................... 14-6
14-1.2. Piston Cleaning .......................................................................................................... 14-7
14-1.3. Cleaning Exhaust Parts .............................................................................................. 14-8
14-1.4. Cleaning Aluminum Alloy Parts................................................................................ 14-8
14-2. Dry Blasting ................................................................................................... 14-9
14-3. Vapor Blasting................................................................................................ 14-9
14-4. Protective Coatings ...................................................................................... 14-10
14-4.1. Alodine..................................................................................................................... 14-10
14-4.2. Aviation Oil.............................................................................................................. 14-10
14-4.3. Paint ......................................................................................................................... 14-10

Chapter 15.Overhaul Inspection and Repair

15-1. Engine Overhaul Inspection........................................................................... 15-1
15-2. Engine Overhaul Inspection Checklists ......................................................... 15-1
15-3. Visual Inspection............................................................................................ 15-1
15-3.1. Gear Tooth Inspection ................................................................................................ 15-2
15-4. Fluorescent Penetrant Inspection ................................................................... 15-3
15-5. Magnetic Particle Inspection ......................................................................... 15-4
15-5.1. Connecting Rod Magnetic Particle Inspection........................................................... 15-6
15-6. Dimensional Inspection ................................................................................. 15-7
15-6.1. Crankcase Dimensional Inspection ............................................................................ 15-7
15-6.2. Drive Train Dimensional Inspection ........................................................................ 15-11
15-6.2.1.Connecting Rod Dimensional Inspection ...................................................... 15-12
15-6.3. Engine Cylinder Dimensional Inspection ................................................................ 15-14
15-6.4. Starter Dimensional Inspection ................................................................................ 15-15
15-6.5. Lubrication System Dimensional Inspection ........................................................... 15-15
15-6.6. Stud Height Dimensional Inspection ....................................................................... 15-16
15-7. Overhaul Repair ........................................................................................... 15-16
15-7.1. Induction System Overhaul Repair .......................................................................... 15-16
15-7.2. Alternator Overhaul ................................................................................................. 15-17
15-7.3. Accessory Case Overhaul ........................................................................................ 15-17
15-7.4. Lubrication System Overhaul .................................................................................. 15-18
15-7.4.1.Oil Pressure Relief Valve Seat Repair........................................................... 15-18
15-7.4.2.Oil Filter Adapter Stud Replacement ............................................................ 15-19
15-7.5. Engine Cylinder Overhaul Repair............................................................................ 15-20
15-7.5.1.Cylinder Repair versus Replacement Guidelines .......................................... 15-21
15-7.5.2.New Cylinder Position Numbers ................................................................... 15-22
15-7.5.3.Cylinder Head Repair .................................................................................... 15-22
15-7.5.4.Cylinder Fin Tip Repair................................................................................. 15-22
15-7.5.5.Cylinder Barrel Repair................................................................................... 15-23
15-7.5.6.Cylinder Bore Honing ................................................................................... 15-24
15-7.5.7.Valve Seat Removal ...................................................................................... 15-25
15-7.5.8.Valve Seat Installation................................................................................... 15-26

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 15-7.5.9.Valve Guide Removal ................................................................................... 15-26
15-7.5.10.Valve Guide Installation.............................................................................. 15-27
15-7.5.11.Valve Guide Bore Reaming......................................................................... 15-28
15-7.5.12.Valve Seat Machining ................................................................................. 15-29
15-7.5.13.Spark Plug Helical Coil Insert Replacement ............................................... 15-30
15-7.5.14.Cylinder Stud Installation............................................................................ 15-31
15-7.5.15.Piston Ring Replacement ............................................................................ 15-31
15-7.5.16.Cylinder Protective Coatings....................................................................... 15-31
15-7.5.17.Rocker Arm Bushing Replacement ............................................................. 15-31
15-7.5.18.Rocker Arm-to-Retainer Clearance............................................................. 15-33
15-7.6. Inter-Cylinder Baffle Repair .................................................................................... 15-34
15-7.7. Crankcase Overhaul Repair ..................................................................................... 15-35
15-7.7.1.Crankcase Welding........................................................................................ 15-35
15-7.7.2.Starter Adapter Preparation ........................................................................... 15-35
15-7.7.3.Crankcase Cylinder Deck Stud Replacement................................................ 15-36
15-7.7.4.Crankcase Line Boring .................................................................................. 15-36
15-7.7.5.Crankcase Machining .................................................................................... 15-36
15-7.8. Engine Drive Train Overhaul................................................................................... 15-37
15-7.8.1.Camshaft Repair ............................................................................................ 15-38
15-7.8.2.Crankshaft Repair.......................................................................................... 15-38

Chapter 16.Component Assembly

16-1. Starter Assembly............................................................................................ 16-1
16-2. Alternator Drive Hub Installation.................................................................. 16-2
16-3. Induction System Assembly .......................................................................... 16-4
16-4. Lubrication System Assembly....................................................................... 16-6
16-4.1. Oil Cooler Assembly ................................................................................................. 16-7
16-4.2. Offset Oil Cooler Adapter Assembly......................................................................... 16-7
16-5. Engine Cylinder Assembly ............................................................................ 16-8
16-6. Accessory Case Assembly........................................................................... 16-12
16-7. Crankcase Assembly.................................................................................... 16-14
16-8. Engine Drive Train Assembly ..................................................................... 16-16
16-8.1. Camshaft Assembly ................................................................................................. 16-16
16-8.2. Crankshaft Assembly............................................................................................... 16-17

Chapter 17.Engine Assembly

17-1. Engine Assembly Sequence........................................................................... 17-1
17-1.1. Component Lubrication ............................................................................................. 17-1
17-2. Crankcase Assembly...................................................................................... 17-2
17-2.1. Seal and Thread the Crankcase.................................................................................. 17-2
17-2.2. Drive Train Installation.............................................................................................. 17-3
17-2.3. Crankcase Hardware Installation ............................................................................... 17-6
17-3. Cylinder Installation ...................................................................................... 17-8
17-3.1. Cylinder and Crankcase Torque............................................................................... 17-10
17-3.2. Crankshaft Nose Oil Seal Installation...................................................................... 17-11

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 17-3.3. Inter-Cylinder Baffle Installation ............................................................................. 17-12
17-4. Valve Train Installation................................................................................ 17-13
17-4.1. Pushrod Housing Installation ................................................................................... 17-13
17-4.2. Rocker Arm Installation........................................................................................... 17-14
17-5. Oil Cooler Adapter Installation.................................................................... 17-16
17-5.1. Oil Cooler Adapter Installation................................................................................ 17-16
17-6. Vacuum Pump Adapter Pad Cover Installation ........................................... 17-18
17-7. Fuel Pump Pad Cover Installation ............................................................... 17-19
17-8. Accessory Case Installation ......................................................................... 17-20
17-9. Alternator Installation .................................................................................. 17-22
17-10. Starter Installation........................................................................................ 17-23
17-11. Engine Isolator Mount Installation .............................................................. 17-24
17-12. Oil Sump Installation ................................................................................... 17-26
17-13. Exhaust System Installation......................................................................... 17-27
17-14. Induction System Installation ...................................................................... 17-28
17-15. Ignition System Installation ......................................................................... 17-30
17-15.1. Continental Motors Ignition System Installation ..................................................... 17-30
17-15.2. Slick Ignition System Installation ............................................................................ 17-32

Chapter 18. Post-Overhaul Test and

Adjustments
18-1. Introduction.................................................................................................... 18-1
18-2. Post-Overhaul Testing Prerequisites .............................................................. 18-1
18-3. Post-Overhaul Test Operating Limits ............................................................ 18-2
18-4. Standard Acceptance Test .............................................................................. 18-3
18-5. Oil Consumption Test .................................................................................... 18-4

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

Appendix B.Torque Specifications

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

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 Appendix C.Standard Practices
C-1. Handling Parts ................................................................................................. C-1
C-2. Replacement Parts ........................................................................................... C-2
C-2.1. Background.................................................................................................................. C-2
C-2.2. Acceptable Replacement Parts..................................................................................... C-2
C-2.2.1. Know Your Supplier .........................................................................................C-3
C-2.3. 100% Parts Replacement Requirements ...................................................................... C-3
C-2.4. Mandatory Overhaul Replacement Parts ..................................................................... C-4
C-2.5. Authorized Oversize/Undersize Parts.......................................................................... C-4
C-3. Torque .............................................................................................................. C-4
C-4. Safety Wiring Hardware .................................................................................. C-5
C-5. Tab Washer Installation ................................................................................... C-7
C-6. Helical Coil Insert Replacement...................................................................... C-8
C-6.1. Helical Coil Removal................................................................................................... C-9
C-6.2. Helical Coil Insertion................................................................................................. C-10
C-7. Stud Replacement .......................................................................................... C-11
C-7.1. Stud Removal............................................................................................................. C-11
C-7.1.1. Size-on-Size Rosan® Stud Removal...............................................................C-11
C-7.1.2. Step-Type Rosan® Stud Removal...................................................................C-12
C-7.2. Stud Installation ......................................................................................................... C-13
C-7.2.1. Rosan® Stud Installation.................................................................................C-14
C-8. Cotter Pin Installation .................................................................................... C-15
C-9. Fuel System Service ...................................................................................... C-16
C-9.1. Fuel System Purge ..................................................................................................... C-16
C-10. Gasket Maker® Application.......................................................................... C-17
C-11. Gasket Installation ......................................................................................... C-18
C-12. Hose and Tubing Installation......................................................................... C-19
C-13. Harness Routing............................................................................................. C-20

Appendix D. Overhaul Dimensional Limits

D-1. Overhaul Dimensional Limits=New Part Dimensions .................................... D-1
D-2. Starter............................................................................................................... D-1
D-3. Lubrication System.......................................................................................... D-2
D-4. Engine Cylinders ............................................................................................. D-5
D-5. Crankcase and Engine Drive Train................................................................ D-10
D-6. Stud Height Settings ...................................................................................... D-15
D-6.1. Lubrication System Stud Heights ............................................................................. D-15
D-6.2. Induction System Stud Heights................................................................................. D-15
D-6.3. Cylinder Stud Height Settings .................................................................................. D-16
D-6.4. Accessory Case Stud Height Settings ....................................................................... D-17
D-6.5. Crankcase Stud Height Settings................................................................................ D-18

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 LIST OF TABLES

Table 1-1. Related Publications .................................................................................... 1-6

Table 2-1. O-200-D Specifications .............................................................................. 2-16
Table 2-2. O-200-X Specifications .............................................................................. 2-18
Table 2-3. Accessory Drive Ratios .............................................................................. 2-20
Table 3-1. Special Tools List ......................................................................................... 3-1
Table 3-2. Tool, Accessory and Supply Vendors ........................................................... 3-6
Table 3-3. Break-in Oil ................................................................................................ 3-15
Table 3-4. Preservative Oil ........................................................................................... 3-15
Table 3-5. Qualified SAE J-1899 Ashless Dispersant Engine Oil ............................... 3-16
Table 3-6. Lubricants ................................................................................................... 3-17
Table 3-7. Sealants ....................................................................................................... 3-18
Table 3-8. Adhesives .................................................................................................... 3-19
Table 3-9. Miscellaneous ............................................................................................. 3-20
Table 6-1. Engine Inspection and Maintenance Schedule ............................................. 6-2
Table 6-2. Engine Operation Prerequisites .................................................................... 6-8
Table 6-3. O-200 Approved Spark Plug List ............................................................... 6-23
Table 6-4. Cylinder Inspection Tasks and References ................................................. 6-27
Table 6-5. Differential Pressure Test Results ............................................................... 6-34
Table 6-6. Borescope Inspection Objectives and Corrective Actions .......................... 6-37
Table 6-7. Overspeed Categories ................................................................................. 6-63
Table 6-8. Engine Operational Checklist ..................................................................... 6-67
Table 6-9. 25-Hour Initial Operation Inspection Checklist .......................................... 6-69
Table 6-10. 50-Hour Engine Inspection Checklist ....................................................... 6-71
Table 6-11. 100-Hour Engine Inspection Checklist ..................................................... 6-73
Table 6-12. 500-Hour Engine Inspection Checklist ..................................................... 6-75
Table 6-13. Cylinder Inspection Checklist ................................................................... 6-77
Table 9-1. Engine Preservation Checklist ...................................................................... 9-5
Table 10-1. Non-Overhaul Parts Replacement Reference ............................................ 10-2
Table 10-3. Parts Handling Guidelines ......................................................................... 10-3
Table 10-2. Parts Repair Reference .............................................................................. 10-3
Table 10-4. Lubrication System Component Service Limits ..................................... 10-24
Table 10-5. Cylinder Assembly Service Limits .......................................................... 10-36
Table 10-6. Cylinder Barrel Service Limits ................................................................ 10-39
Table 10-7. Valve Train Dimensions .......................................................................... 10-39
Table 11-1. Overhaul Sequence .................................................................................... 11-2
Table 11-2. Engine Removal and Disassembly Checklist ............................................ 11-4
Table 11-3. Engine Overhaul Visual Inspection Checklist ........................................... 11-6
Table 11-4. Fluorescent Penetrant Inspection Checklist ............................................ 11-10
Table 11-5. Magnetic Particle Inspection Checklist ................................................... 11-11
Table 11-6. Dimensional Inspection Checklist ........................................................... 11-12
Table 11-8. Engine Drive Train Inspection Checklist ................................................ 11-19
Table 11-7. Engine Cylinder Overhaul Inspection Checklist ..................................... 11-19
Table 11-9. Replacement Parts Inventory ................................................................... 11-21
Table 14-1. Aircraft Engine Parts Cleaning Guidelines ............................................... 14-2

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 Table 14-2. Cleaning Tips ............................................................................................ 14-5
Table 14-3. Painting External Parts ............................................................................ 14-10
Table 15-1. Parts Requiring Fluorescent Penetrant Inspection .................................... 15-3
Table 15-2. Magnetic Particle Inspection Reference .................................................... 15-5
Table 15-3. Connecting Rod Magnetic Particle Inspection Criteria ............................. 15-6
Table 15-4. Stud Height Settings ................................................................................ 15-16
Table 15-5. Cylinder Repair vs. Replacement Guidelines ......................................... 15-21
Table 15-6. Cylinder Bore Surface FInish Specifications .......................................... 15-24
Table 15-7. Engine Drive Train Parts Replacement ................................................... 15-37
Table 18-1. Engine Operation Prerequisites ................................................................. 18-1
Table 18-2. Post Overhaul Test Operating Limits ........................................................ 18-2
Table 18-3. Standard Acceptance Test Requirements .................................................. 18-3
Table 18-4. Oil Consumption Test Requirements ........................................................ 18-4
Table B-1. General Torque Specification .......................................................................B-5
Table B-3. Hose Fitting (“B” Nut) Torque Specification ...............................................B-6
Table B-2. Tube Fitting Torque Specifications ..............................................................B-6
Table B-4. Component Specific Torque Specifications .................................................B-7
Table B-5. Specific Torque for Non-Lubricated Hardware ............................................B-9
Table C-1. Rosan® Stud Primary & Secondary Bore Specifications ..........................C-12
Table D-1. Lubrication System Dimensions ..................................................................D-3
Table D-2. Accessory Case Dimensions not found in Table D-2 ...................................D-4
Table D-3. Engine Cylinder Assembly Dimensions .......................................................D-6
Table D-4. Cylinder Barrel Dimensions .........................................................................D-8
Table D-5. Valve Train Dimensions ...............................................................................D-9
Table D-6. Crankcase and Engine Drive Train Dimensions ........................................D-10
Table D-7. Installed Connecting Rod Fits & Limits .....................................................D-12
Table D-8. Connecting Rod Dimensions ......................................................................D-12
Table D-9. Gear Backlash .............................................................................................D-14
Table D-10. Induction Manifold Stud Heights .............................................................D-15
Table D-11. Cylinder Stud Heights ..............................................................................D-16
Table D-12. 654641-3 Accessory Case Stud Heights ..................................................D-17
Table D-13. Crankcase Stud Height Settings ...............................................................D-19

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 LIST OF ILLUSTRATIONS

Figure 1-1. Figure and Index Reference ................................................................... 1-3

Figure 1-2. Change Page Identification .................................................................... 1-8
Figure 1-3. List of Effective Pages ........................................................................... 1-9
Figure 2-1. Engine Features ...................................................................................... 2-1
Figure 2-2. Engine Model Definition ....................................................................... 2-2
Figure 2-3. Cylinder Number Designation ............................................................... 2-2
Figure 2-4. Crankcase Features ................................................................................ 2-3
Figure 2-5. Engine Drive Train ................................................................................ 2-4
Figure 2-6. Crankshaft .............................................................................................. 2-5
Figure 2-7. Connecting Rod ..................................................................................... 2-6
Figure 2-8. Camshaft ................................................................................................ 2-6
Figure 2-9. Accessory Case Features ....................................................................... 2-7
Figure 2-10. Cylinder Features ................................................................................... 2-8
Figure 2-11. Piston Features ....................................................................................... 2-9
Figure 2-12. Lubrication Schematic ......................................................................... 2-10
Figure 2-13. Oil Pump .............................................................................................. 2-11
Figure 2-14. Oil Cooler Adapter Footprint ............................................................... 2-12
Figure 2-15. Continental Motors Magneto Part Number Structure .......................... 2-13
Figure 2-16. Ignition Harness Distribution .............................................................. 2-13
Figure 2-17. Engine Cooling .................................................................................... 2-14
Figure 2-18. Fuel Flow vs. Brake Horsepower ........................................................ 2-21
Figure 2-19. Sea Level Performance ........................................................................ 2-22
Figure 3-1. Model E2M Differential Pressure 
Tester (built in Master Orifice Tool) ..................................................... 3-8
Figure 3-2. Borescope (Autoscope®) ....................................................................... 3-9
Figure 3-3. Valve Guide Seal Installation Tool ...................................................... 3-10
Figure 3-4. O-Ring Installation Tool ...................................................................... 3-10
Figure 3-5. Oil Seal Tool ........................................................................................ 3-11
Figure 3-6. Helical Coil Extraction Tool ................................................................ 3-11
Figure 3-7. Helical Coil Insertion Tool .................................................................. 3-12
Figure 3-8. Helical Coil Expanding Tool ............................................................... 3-12
Figure 3-9. Rosan® Stud Removal Tool ................................................................ 3-13
Figure 3-10. Rosan Stud Removal Tool Installed on Stud ....................................... 3-13
Figure 5-1. O-200-D & X Top View ...................................................................... 5-10
Figure 5-2. O-200-D & X Side View ..................................................................... 5-11
Figure 5-3. O-200-D & X Rear View ..................................................................... 5-12
Figure 5-4. O-200-D & X Rear View ..................................................................... 5-13
Figure 5-5. Propeller Flange ................................................................................... 5-14
Figure 5-6. Exhaust Flange Dimensions ................................................................. 5-14
Figure 5-7. 60 Amp Alternator Detail .................................................................... 5-15
Figure 5-8. 50 Amp Alternator Detail .................................................................... 5-15
Figure 5-9. Engine Mounts ..................................................................................... 5-16
Figure 5-10. Starter Connection Details ................................................................... 5-17
Figure 5-11. Ignition Distribution ............................................................................ 5-17

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 Figure 5-12. Airframe Ignition Switch Connections to Magneto ............................. 5-18
Figure 6-1. Carburetor Controls and Adjustments ................................................. 6-11
Figure 6-2. O-200-D & X Oil Servicing Points ..................................................... 6-15
Figure 6-3. Disposable Oil Filter ............................................................................ 6-16
Figure 6-4. Installed Timing Disk and TDC Locator ............................................. 6-19
Figure 6-5. No. 1 Cylinder Positioned at Top of Intake Stroke ............................. 6-20
Figure 6-6. Crankshaft Positioned at TDC for No. 1 Cylinder .............................. 6-20
Figure 6-7. Cylinder No. 1 at Top of Compression Stroke .................................... 6-21
Figure 6-8. Crankshaft Positioned at No. 1 Cylinder Full 
Advance Timing Position .................................................................... 6-21
Figure 6-9. Spark Plug Inspection Criteria ............................................................. 6-23
Figure 6-10. Spark Plug Rotation Chart ................................................................... 6-24
Figure 6-11. Lubricate Ignition Wire with MS-122AD ........................................... 6-25
Figure 6-12. Ignition Wire Strain Relief .................................................................. 6-25
Figure 6-13. Ignition Distribution ............................................................................ 6-26
Figure 6-14. Cylinder Power Stroke Areas .............................................................. 6-28
Figure 6-15. Model E2M Differential Pressure Tester ............................................. 6-31
Figure 6-16. Differential Pressure Test Equipment Usage ....................................... 6-33
Figure 6-17. Normal Combustion Chamber ............................................................. 6-38
Figure 6-18. Burned Exhaust Valve ......................................................................... 6-38
Figure 6-19. Phosphate-Coated Cylinder w/Revised Hone Pattern ......................... 6-38
Figure 6-20. Phosphated Cylinder Bore ................................................................... 6-38
Figure 6-21. Cylinder Barrel Scoring and Piston Rub ............................................. 6-39
Figure 6-22. Typical Wear in Upper Ring Travel .................................................... 6-39
Figure 6-23. Typical Cylinder Wear ........................................................................ 6-39
Figure 6-24. Improperly Positioned Baffle Seals ..................................................... 6-41
Figure 6-25. Improperly Positioned Baffle Seals ..................................................... 6-42
Figure 6-26. Improperly Positioned Aft and Side Peripheral Baffle Seals .............. 6-42
Figure 6-27. Improperly Positioned Aft and Side Peripheral Baffle Seals .............. 6-43
Figure 6-28. Aft and Side Baffles with Air Gaps ..................................................... 6-43
Figure 6-29. Cooling Loss Due to Gaps in Baffle Seals .......................................... 6-44
Figure 6-30. Cooling Loss Due to Gaps in Baffle Seals .......................................... 6-44
Figure 6-31. Crankcase Critical (white) and Non-critical (Shaded) Area ................ 6-47
Figure 6-32. Induction Tube Bead Location ............................................................ 6-49
Figure 6-33. Properly Installed Induction Tube, Hose and Clamps ......................... 6-49
Figure 6-34. Carburetor Aft View ............................................................................ 6-57
Figure 6-35. Carburetor Side View .......................................................................... 6-57
Figure 6-36. Throttle and Mixture Control Lubrication ........................................... 6-58
Figure 6-37. Alternator and Drive Coupling ............................................................ 6-59
Figure 10-1. Induction System and Carburetor ........................................................ 10-5
Figure 10-2. Starter ................................................................................................... 10-9
Figure 10-3. Alternator and Drive Hub .................................................................. 10-13
Figure 10-4. Continental Motors Ignition System .................................................. 10-16
Figure 10-5. Slick Ignition System ......................................................................... 10-18
Figure 10-6. Oil Cooler Adapter ............................................................................ 10-22
Figure 10-7. Oil Pressure Relief Valve .................................................................. 10-23

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 Figure 10-8. Lubrication System Service Limits .................................................... 10-25
Figure 10-9. Exhaust Rocker Arm Oil Orifice ....................................................... 10-26
Figure 10-10. Cylinder Assembly ............................................................................ 10-27
Figure 10-11. Pushrod Housing and Adapter Detail ................................................ 10-28
Figure 10-12. Lifter Assembly ................................................................................. 10-29
Figure 10-13. Cylinder Flange Detail ....................................................................... 10-31
Figure 10-14. Cylinder Base O-ring used to secure the Connecting Rod ............... 10-31
Figure 10-15. Piston Assembly ................................................................................ 10-32
Figure 10-16. Cylinder Static Seal .......................................................................... 10-32
Figure 10-17. Cylinder Valve & Spring Assembly .................................................. 10-33
Figure 10-18. Cylinder Assembly Service Limits .................................................... 10-38
Figure 10-19. Cylinder Head and Barrel Service Limits .......................................... 10-39
Figure 10-20. Valve Seat Insert Dimensions ............................................................ 10-40
Figure 10-21. Valve Service Limits ......................................................................... 10-40
Figure 10-22. Rocker Arm to Valve Spring Retainer Clearance .............................. 10-45
Figure 10-23. Single Cylinder Torque Sequence ..................................................... 10-47
Figure 10-24. Crankshaft Nose Oil Seal Parts .......................................................... 10-48
Figure 12-1. Continental Motors Ignition System .................................................... 12-2
Figure 12-2. Slick Ignition System ........................................................................... 12-3
Figure 12-3. Fuel Pump Pad Cover .......................................................................... 12-5
Figure 12-4. Induction System ................................................................................. 12-7
Figure 12-5. Oil Cooler Adapter Pad Cover ............................................................. 12-8
Figure 12-6. Oil Cooler Adapter ............................................................................... 12-9
Figure 12-7. Starter ................................................................................................. 12-10
Figure 12-8. Alternator ........................................................................................... 12-11
Figure 12-9. Oil Sump ............................................................................................ 12-13
Figure 12-10. Accessory Case .................................................................................. 12-14
Figure 12-11. Inter-cylinder Baffles ......................................................................... 12-15
Figure 12-12. Cylinder Assembly ............................................................................ 12-16
Figure 12-13. Cylinder Base Packing Supports Connecting Rod ............................ 12-18
Figure 12-14. Piston Assembly ............................................................................... 12-18
Figure 13-1. Accessory Case .................................................................................... 13-3
Figure 13-2. Oil Pump .............................................................................................. 13-4
Figure 13-3. Offset Oil Cooler Adapter .................................................................... 13-5
Figure 13-4. Induction System ................................................................................. 13-7
Figure 13-5. Vacuum Pump Pad Cover .................................................................... 13-8
Figure 13-6. Camshaft Assembly ............................................................................. 13-8
Figure 13-7. Crankshaft Assembly ........................................................................... 13-9
Figure 13-8. Crankcase Fasteners (A) .................................................................... 13-10
Figure 13-9. Crankcase Fasteners (B) .................................................................... 13-11
Figure 13-10. Cylinder and Valve Assembly ........................................................... 13-13
Figure 15-1. Gear Inspection Criteria ....................................................................... 15-2
Figure 15-2. Crankcase Critical (White) Stress Areas ............................................. 15-9
Figure 15-3. Crankcase Dimensional Inspection Torque Sequence ....................... 15-10
Figure 15-4. Crankshaft Journals ............................................................................ 15-11
Figure 15-5. Oil Pressure Relief Valve Rework ..................................................... 15-18

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 Figure 15-6. Oil Filter Adapter Stud ...................................................................... 15-19
Figure 15-7. Cylinder Position Number ................................................................. 15-22
Figure 15-8. Rocker Arm Bushing Replacement ................................................... 15-32
Figure 15-9. Rocker Arm to Retainer Clearance .................................................... 15-33
Figure 15-10. Baffle Assembly ................................................................................ 15-34
Figure 15-11. Starter Jack Adapter ........................................................................... 15-35
Figure 15-12. Crankshaft Helix Pattern .................................................................... 15-39
Figure 16-1. Alternator and Drive Hub .................................................................... 16-3
Figure 16-2. Induction System ................................................................................. 16-5
Figure 16-3. Oil Pump Assembly ............................................................................. 16-6
Figure 16-4. Oil Cooler Adapter .............................................................................. 16-7
Figure 16-5. Valve Spring Installation ..................................................................... 16-8
Figure 16-6. Retainer Key Installation ..................................................................... 16-9
Figure 16-7. Cylinder and Valve Assembly ............................................................. 16-9
Figure 16-8. Piston, Rings and Pin ......................................................................... 16-10
Figure 16-9. Pushrod Housing Assembly ............................................................... 16-11
Figure 16-10. Accessory Case .................................................................................. 16-13
Figure 16-11. Crankcase Fasteners (B) .................................................................... 16-14
Figure 16-12. Crankcase Fasteners (A) .................................................................... 16-15
Figure 16-13. Camshaft Assembly ........................................................................... 16-16
Figure 16-14. Crankshaft Assembly ......................................................................... 16-17
Figure 16-15. Crankshaft Nose Oil Seal Parts .......................................................... 16-18
Figure 16-16. Connecting Rod Position Number ..................................................... 16-19
Figure 17-1. Crankcase Sealing and Threading ....................................................... 17-2
Figure 17-2. Starter Adapter Plug ............................................................................ 17-3
Figure 17-3. Crankshaft Assembly ........................................................................... 17-4
Figure 17-4. Timing Mark Alignment ...................................................................... 17-5
Figure 17-5. Cylinder Base O-Ring Used to Secure Connecting Rod ..................... 17-5
Figure 17-6. Crankcase Fasteners (A) ...................................................................... 17-7
Figure 17-7. Crankcase Torque Sequence ................................................................ 17-7
Figure 17-8. Piston, Pin and Rings ........................................................................... 17-9
Figure 17-9. Cylinder and Valve Assembly ............................................................. 17-9
Figure 17-10. Inter-Cylinder Baffle Assembly ........................................................ 17-12
Figure 17-11. Pushrod Housing and Adapter Detail ................................................ 17-13
Figure 17-12. Exhaust Rocker Arm Oil Orifice ....................................................... 17-14
Figure 17-13. Rocker Arm to Retainer Clearance .................................................... 17-14
Figure 17-14. Cylinder Assembly ............................................................................ 17-15
Figure 17-15. Oil Cooler Adapter ............................................................................ 17-16
Figure 17-16. Oil Cooler Adapter Pad Cover ........................................................... 17-17
Figure 17-17. Vacuum Pump Pad Cover .................................................................. 17-18
Figure 17-18. Fuel Pump Pad Cover ........................................................................ 17-19
Figure 17-19. Accessory Case Torque Sequence ..................................................... 17-20
Figure 17-20. Accessory Case .................................................................................. 17-21
Figure 17-21. Alternator ........................................................................................... 17-22
Figure 17-22. Starter ................................................................................................. 17-23
Figure 17-23. Engine Isolator Mount ....................................................................... 17-25

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 Figure 17-24. Oil Sump Torque Sequence ............................................................... 17-26
Figure 17-25. Oil Sump ............................................................................................ 17-27
Figure 17-26. Intake Manifold Support Studs .......................................................... 17-28
Figure 17-27. Induction System ............................................................................... 17-29
Figure 17-28. Continental Motors Ignition ............................................................... 17-31
Figure 17-29. Slick Ignition System ......................................................................... 17-33
Figure B-1. Torque Wrench ......................................................................................B-3
Figure B-2. Drive extensions ....................................................................................B-3
Figure B-3. Extension increases applied torque ........................................................B-4
Figure B-4. Extension decreases applied torque .......................................................B-4
Figure C-1. Right-hand-thread safety wire installation .............................................C-5
Figure C-2. Safety wire Patterns for Right-Hand Threads ........................................C-6
Figure C-3. Tab Washer Installation .........................................................................C-7
Figure C-4. Helical Coil Extraction Tool ..................................................................C-9
Figure C-5. Installing a Helical Coil Insert .............................................................C-10
Figure C-6. Rosan® Stud Removal Tool ................................................................C-12
Figure C-7. Rosan® stud removal tool installed on stud ........................................C-12
Figure C-8. Stud Sizes .............................................................................................C-13
Figure C-9. Minimum Material Thickness for Helical Coil insertion .....................C-14
Figure C-10. Rosan® Stud Installation Dimensions .................................................C-14
Figure C-11. Cotter Pin Installation ..........................................................................C-15
Figure C-12. Installing Hoses and Fittings ................................................................C-19
Figure D-1. Accessory Case and Oil Pump .............................................................. D-4
Figure D-2. Cylinder Assembly Dimensions ........................................................... D-5
Figure D-3. Finished Cylinder Dimensions (after honing) ...................................... D-7
Figure D-4. Valve Seat Insert Dimensions ............................................................... D-8
Figure D-5. New Intake and Exhaust Valve Dimensions ......................................... D-9
Figure D-6. Engine Drive Train ............................................................................. D-11
Figure D-7. Installed Connecting Rod Fits & Limits ............................................. D-12
Figure D-8. Connecting Rod Dimensions .............................................................. D-13
Figure D-9. Gear Backlash ..................................................................................... D-14
Figure D-10. Oil Filter Adapter Stud ....................................................................... D-15
Figure D-11. Cylinder Studs ..................................................................................... D-16
Figure D-12. Accessory Case Stud Heights ............................................................. D-17
Figure D-13. Crankcase Stud Detail ......................................................................... D-18

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 Intentionally Left Blank

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 Introduction
Chapter 1. Introduction
1-1. Scope and Purpose of This Manual
This manual provides maintenance and overhaul instructions for O-200-D, and subsequent
engine models in the O-200 class of lightweight aircraft engines, manufactured by
Continental Motors. Instructions in this manual are specific to the O-200-D and
subsequent engine models. For information pertaining to other Continental Motors engine
series, including the O-200-A, B & C engine models, aircraft engine accessories, or the
airplane, refer to the appropriate manual. Chapters are arranged in sequential order to
remove and install, service, operate, maintain and overhaul the engine.
Chapter 2 contains detailed engine model descriptions and specifications. Special tools
and consumables such as lubricants, sealants and adhesives are listed in Chapter 3.
Airworthiness limitations are in Chapter 4. Chapter 5 provides instructions for installing
the engine in an airframe with engine installation drawings. Chapter 6 contains inspection
and service intervals and instructions. Chapter 7 provides supplemental information also
found in the Installation and Operation Manual approved by the FAA under Part 33.5 on
which the Airplane Flight Manual (AFM) and Pilot Operating Handbook (POH) are
based. Chapter 8 contains engine troubleshooting instructions. Engine preservation and
storage instructions are in Chapter 9. Non-overhaul engine part removal and installation
instructions are in Chapter 10. Chapter 11-18 contain engine overhaul instructions.
Appendix A contains a glossary of common terms and acronyms used throughout the
manual; Appendix B provides torque specifications, and Appendix C contains standard
maintenance practices. Appendix D contains engine overhaul dimensional fits and limits.

1-1.1. Advisories
This manual utilizes three types of advisories; defined as follows:
WARNING
A warning emphasizes information which, if disregarded, could
result in severe injury to personnel or equipment failure.
CAUTION: Emphasizes certain information or instructions, which if
disregarded, may result in damage to the engine or accessories.
NOTE: Provides special interest information, which may facilitate
performance of a procedure or operation of equipment.
Warnings and cautions precede the steps to which they apply; notes are placed in the
manner which provides the greatest clarity. Warnings, cautions, and notes do not impose
undue restrictions. Failure to heed advisories will likely result in the undesirable or unsafe
conditions the advisory was intended to prevent. Advisories are inserted to ensure
maximum safety, efficiency, and performance. Abuse, misuse, or neglect of equipment can
cause eventual engine malfunction or failure.

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Introduction
1-1.2. Using this Manual
This manual, the accessory manuals listed in Table 1-1, and certain service bulletins that
are incorporated into the ICAs as revisions, constitute the Instructions for Continued
Airworthiness (ICAs) prepared by Continental Motors and accepted by the FAA. We
prepared this manual in a user-friendly format suited equally for electronic viewing or
printing. Illustrations in this manual are for reference only, depicting the most prominent
configuration in the engine series when only minor differences exist. When significant
variations exist between engine models, separate instructions are prepared for each model.
Consult the illustrated parts breakdown on the Continental Motors web site for your
specific engine model and each subsystem.
Continental Motors provides Instructions for Continued Airworthiness based on the
design, testing, and certification of engines and parts for which Continental Motors is the
holder of the Type Certificate (TC) or Parts Manufacture Approval (PMA) issued by the
Federal Aviation Administration (FAA).
WARNING
Continental Motors Instructions for Continued Airworthiness
are applicable only to Continental Motors engines conforming
to the approved, type certified engine model configuration.
Continental Motors ICAs must not be used for aftermarket
parts.
Exploded assembly illustrations accompany instructions throughout the manual. Parts in
illustrations (Figure 1-1) are identified with numerical callouts (indexes). Corresponding
parts listings follow the illustrations for reference. The first time instructions refer to an
illustration, the figure number is identified in parentheses, followed by the callout. In
subsequent parts references, only the callout will be specified unless the referenced
illustration changes.

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 Introduction

Figure 1-1. Figure and Index Reference

1-1.3. Compliance
The owner/operator is responsible for ensuring the engine is maintained in an airworthy
condition, including compliance with FAA Airworthiness Directives and certain service
bulletins that are incorporated into the ICAs as revisions. Engine service life is calculated
based on compliance with the aircraft and engine manufacturer’s required instructions,
inspections, and maintenance schedule. Failure to comply may void the engine warranty.
WARNING
Prior to authorizing engine installation or maintenance, the
owner must ensure the mechanic meets the Federal Aviation
Administration (or equivalent authority) regulatory
requirements.
Except for FAR part 43.3 authorized owner preventive maintenance, Continental Motors
ICAs are written for exclusive use by FAA (or equivalent authority) licensed mechanics or
FAA (or equivalent authority) certified repair station employees working under the
supervision of an FAA licensed mechanic. Information and instructions contained in this
manual anticipate the user possesses and applies the knowledge, training, and experience

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Introduction
commensurate with the prerequisite FAA license and certification requirements. No other
use is authorized.
WARNING
Failure to comply with ICAs may result in injury or subsequent
engine failure. Pursuant to Federal Aviation Regulation (FAR)
§43.13, each person performing maintenance, alteration or
preventive maintenance on an engine or accessory must use
methods, techniques and practices set forth in the Instructions
for Continued Airworthiness or other methods, techniques, and
practices acceptable to the Administrator.
This manual shall be used in conjunction with FAA Advisory Circular 43.13-1B
“Acceptable Methods, Techniques, and Practices,” service documents, related
publications and accessory manufacturer’s instructions. Pursuant to Federal Aviation
Regulation (FAR) §43.13, each person performing maintenance, alteration, or preventive
maintenance on the engine or accessories must use methods, techniques, and practices
prescribed in the ICAs or other methods, techniques, and practices acceptable to the
Administrator.
1-1.4. Order of Precedence
Continental Motors engine operating instructions are generated prior to and independently
of the aircraft operating instructions. Continental Motors operating instructions are
developed using factory controlled parameters that are not necessarily the same as those
specifications required to satisfy a specific aircraft/engine installation.
WARNING
The aircraft operator must use the airframe manufacturer’s
operating instructions found in the Airplane Flight Manual/
Pilot’s Operating Handbook (AFM/POH) while operating the
aircraft unless the AFM/POH directs otherwise.
Refer to the AFM/POH published by the airframe manufacturer for operating instructions
and specifications relative to your aircraft.
WARNING
New or updated Instructions for Continued Airworthiness may
be contained in service documents. Service documents
applicable to the engine or accessories within the scope of this
manual must be consulted and complied with prior to
performing installation, maintenance, or overhaul function.
New information contained in service documents may override the instructions contained
in this manual. Prior to commencing engine maintenance, consult the Continental Motors
web site to verify the current status of the ICAs relating to the intended procedure.

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 Introduction
1-2. Publications
1-2.1. Service Documents
Continental Motors may issue Service Documents ranging from mandatory (Category 1)
to informational (Category 6). Definitions of the categories are listed below:
NOTE: Upon FAA approval, Continental Motors publishes service
documents for immediate availability on our web site. The service
document cover page indicates the engine models affected by the service
document. Service documents may alter or replace manufacturer’s ICAs.
Insert a copy of applicable Service Documents in affected manuals until
the service document instructions are incorporated in the manual, or the
service document is cancelled or superseded.
1Procedure
Category 1: Mandatory Service Bulletin (MSB)
Used to identify and correct a known or suspected safety hazard which has been incorporated in whole or in
part into an Airworthiness Directive (AD) issued by the FAA or have been issued at the direction of the FAA
by the manufacturer requiring compliance with an already-issued AD (or an equivalent issued by another
country’s airworthiness authority). May contain updates to Instructions for Continued Airworthiness (ICAs)
to address a safety issue.
Category 2: Critical Service Bulletin (CSB)
This category identifies a condition that threatens continued safe operation of an aircraft, persons or property
on the ground unless some specific action (inspection, repair, replacement, etc.) is taken by the owner or
operator. Documents in this category are candidates for incorporation into an FAA Airworthiness Directive.
May contain updates to ICAs to address a safety issue.
Category 3: Service Bulletin (SB)
Information which the product manufacturer believes may improve the inherent safety of an aircraft or
aircraft component; this category includes the most recent updates to ICAs.
Category 4: Service Information Directive (SID)
The manufacturer directs the owner/operator/mechanic in the use of a product to enhance safety,
maintenance or economy. May contain updates to ICAs in the form of maintenance procedures or
specifications.
Category 5: Service Information Letter (SIL)
This category includes all information (not included in categories 1 through 4) that may be useful to the
owner/operator/technician. May contain updates to ICAs for optional component installations, which are not
covered in the Applicable Operator, Maintenance, or Overhaul Manuals.
Category 6: Special Service Instruction (SSI)
This category is used to address an issue limited to specific model and/or serial number engines. Continental
Motors will distribute SSI notification directly to the affected engine’s owners. SSIs will not be included in
the general service document set but will be made available through our Customer Service Department to
owners of the affected engines only. An SSI may update the applicable engine’s Instructions for Continued
Airworthiness.

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Introduction
1-2.2. Related Publications
The table below lists related publications, source, and accessibility relevant to O-200
Series engine maintenance & overhaul.
WARNING
Use only the latest revision of all publications. Using superseded
information may jeopardize engine airworthiness.

Table 1-1. Related Publications

Printed
Manual
Supplied Available Available
With download at for
Publication Engine web site1 Purchase
Installation and Operation Manual (OI-2) Yes Yes2 Yes
S-20/S-200 Magneto Service Manual (X42002) Yes Yes Yes
Plane Power R14-50 Alternator AIrcraft Manual Supplement (11-0001) Yes No No
Plane Power Alternator Brush Replacement Instructions (SI-09-01PP) Yes No No
Service Documents No Yes Yes
Parts Catalog No Yes No
1. Our web site (continentalmotors.aero) provides 24-hour access to engine technical data. If you are an internet service subscriber, you
can access our web site to confirm and review the latest revision of this manual. If you have not subscribed to internet service and are
using printed manuals, contact a service representative using the “Contact Information” in Section 1-3 to confirm you have the latest
revision of the manual.
2. The Installation and Operation Manual is provided to the airframe manufacturer as part of the engine interface control document to aid in
development of the Airplane Flight Manual/Pilot’s Operating Handbook with detailed installation instructions and dimensional limits.

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 Introduction
1-2.3. Publication Access
Contact an authorized Continental Motors distributor to discuss service subscription
options and pricing or visit the Continental Motors web site (See Section 1-3). Printed
technical publications may be ordered through authorized distributors or via the Internet at
http://continentalmotors.aero.
1-2.4. Publication Changes
The instructions in this manual represent the best and most complete information available
at the time of publication. Product or process improvements may trigger changes to
existing product design specifications or procedures contained in publications. As new
technical information becomes available, Continental Motors will make the information
available to the customer.
WARNING
New information may be contained in Continental Motors
service documents. Service documents applicable to engines
and accessories within the scope of this manual must be
complied with as defined in these documents. This manual and
other related publications noted herein constitute the ICAs
prepared by Continental Motors and accepted by the FAA.
Continental Motors releases publication changes in the form of either change pages or
complete publication revisions, depending upon the extent of change. Service Documents
may supplement or replace technical information contained in one publication or an entire
series of publications. Such Service Documents represent a change to the published ICA
until the individual publications incorporate the latest technical information.
1-2.4.1. Update/Change Distribution
Document updates are available on our web site upon notification of FAA document
approval. Printed publication subscribers receive printed changes and revisions as they are
released.
Document revisions are released if the update changes more than 50% of the contents of a
publication. Revisions replace the previous version of a publication from cover to cover.
Minor corrections are released as change pages to the original publication, identified with
a change number and effective change date in the page footer. Information on the page that
changed from the previous edition is identified by a vertical, six-point black line (Figure
1-2), referred to as a “change bar” in the outside margin of the page. A change page
replaces only the previous edition of the affected page.

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Introduction

Change Bar

Change
Change
Date
Number

Figure 1-2. Change Page Identification

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

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 Introduction

Effective Manual
Changes and
Change Dates

Itemized List
of Effective
Pages

Figure 1-3. List of Effective Pages

1-2.4.2. Suggestions and Corrections
Continental Motors solicits and encourages user comments regarding suggested changes
to this manual. Direct recommended changes or questions to the attention of
“Publications” at the address listed in Section 1-3 or send comments via email to
CM.techpubs@continentalmotors.aero.
Notify our Customer Service Department immediately, using our toll-free number, if you
discover incorrect information which adversely affects safety.

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Introduction
1-3. Contact Information
Continental Motors is available to answer technical questions and encourages suggestions
regarding products, parts, or service. If customers have an inquiry or require technical
assistance, they should contact their local Continental Motors distributor or field
representative. To contact a factory representative, refer to the contact information below:
Continental Motors, Inc.
P. O. Box 90
Mobile, AL 36601
Customer Service Department:
Toll free within the Continental United States: 1-888-826-5465
International: 1-251-438-8299
Internet: http://continentalmotors.aero.

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

Figure 2-1. Engine Features

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

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

Figure 2-2. Engine Model Definition

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

4
3
2 1

Figure 2-3. Cylinder Number Designation

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

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

CRANKSHAFT NOSE
SEAL LAND

REAR CRANKSHFT
BEARING BORE

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

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

Figure 2-4. Crankcase Features

An enlargement of each casting's lower parting flange at the front end forms half of a boss
which is machined and studded to make a mount pad for a vacuum pump. A semicircular

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

Crankshaft

Starter

Camshaft
Oil Pump
Driven Gear

Camshaft Gear

Oil Pump Drive Gear

Alternator

Figure 2-5. Engine Drive Train

2-2.2.1. Crankshaft
The crankshaft is an aircraft quality steel forging with three machined, main journals
supported by precision-bearing inserts in each of the three bearing saddles machined in the
crankcase. Four machined rod journals provide attachment of the connecting rod
assemblies. The crankshaft gear is indexed on the crankshaft by a dowel and secured by

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

ROD JOURNAL
CRANKSHAFT
FLANGE

OIL
PASSAGE #3 #2 OIL
PASSAGE

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

Figure 2-6. Crankshaft

2-2.2.2. Connecting Rods
The connecting rods halves are machined from a single forging of aircraft quality steel and
cut into two pieces, splitting the center of the larger opening of the connecting rod
assembly. The resulting pieces, called the rod and cap are fitted with a two piece bearing
and attach to the crankpin or rod journal with special bolts and nuts.
The portion of the rod between the rod and the crankpin and piston pin ends is called the
"I" beam. A split steel-backed bronze bushing is pressed into the piston pin end and
machined for a precision pin-to-bushing fit. Weight variations between opposing
crankshaft positions is limited to ½ ounce (14.175 grams).

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Engine Description

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

CONNECTING ROD SPIRAL LOCK NUT

CONNECTING ROD
CAP

ROD BOLT SHELL

BEARING

Figure 2-7. Connecting Rod

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

FRONT REAR

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

INTAKE INTAKE

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

M/J - MAIN JOURNAL

Figure 2-8. Camshaft

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

MAGNETO MOUNTING
PAD
MAGNETO
MOUNTING
PAD

OIL PRESSURE
RELIEF VALVE
HOUSING

OIL FILTER
ALTERNATOR HOUSING
MOUNTING MOUNTING
PAD PAD

Figure 2-9. Accessory Case Features

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

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

VALVE
SPRING KEY

VALVE
SPRING
RETAINER

INNER SPRING

OUTER SPRING

VALVE SPRING
SEAT

VALVE GUIDE

VALVE SEAT
INSERT

COOLING FINS

EXHAUST VALVE INTAKE VALVE

Figure 2-10. Cylinder Features

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

Semi-Keystone
Top Ring

Rectangular
Second Ring

Oil Control Ring

Figure 2-11. Piston Features

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

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

EXHAUST CRANKSHAFT
BEARINGS

INTAKE PUSHROD
HOUSING CAMSHAFT
BOSS

PUSHROD

OIL COOLER
ADAPTER

OIL PUMP GEARS

HYDRAULIC
LIFTERS

OIL FILTER AND OIL PRESSURE

OIL BYPASS RELIEF VALVE
SUCTION ASSEMBLY
TUBE

OIL SUMP

Figure 2-12. Lubrication Schematic

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

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

Figure 2-13. Oil Pump

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

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

1.500

1.500
3.000 0.38-18NPTF

Figure 2-14. Oil Cooler Adapter Footprint

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

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

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

Figure 2-15. Continental Motors Magneto Part Number Structure

% 7

 

 
 
% 7
 

7 %

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

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

Figure 2-16. Ignition Harness Distribution

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

Aircraft Supplied
High Pressure Area Cooling Baffles

Ram Air

Ram Air

Cowl Flaps
Low Pressure Area

Figure 2-17. Engine Cooling

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

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Engine Description
2-3. Engine Specifications

Table 2-1. O-200-D Specifications

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

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

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 Engine Description
Table 2-1. O-200-D Specifications
Oil
Oil Pressure - Normal Operation @ 75° to 240°F (24° to116°C) 30 to 60 psig
Maximum Allowable Oil Pressure 4 (cold oil) 100 psig
Minimum Oil Pressure @ Idle (600 RPM)4 10 psig at or below 200°F
Maximum Allowable Oil Temperature4 240°F 116°C
Minimum Take-off Oil Temperature4 75°F 24°C
Cruise Flight Oil Temperature 170° to 220° F 77° to 104° C
Oil Sump Capacity 5.0 quarts 4.73L
Usable Oil - 16° Nose Up 4.5 quarts 4.25L
Usable Oil - 10° Nose Down 4.0 quarts 3.78L
Oil Grade, Specification See Section 3-2.1
Brake Specific Oil Consumption
Maximum BSOC = 0.006 lb. X (engine rated power) X (% power at which measured/100) X (duration of test in hours)
1 quart = 1.875 pounds
Engine Physical Specifications
Weight, dry (basic engine), lb. (kg) +/- 2.5%
Basic engine, minus starter, alternator, magnetos, ignition har-
ness, spark plugs, filters, air box and engine mount isolators. 168.53 (76.44)
Overall Dimensions, inches (mm)
Height 26.25 (666.75)
Width 31.56 (801.60)
Length 26.22 (666.00)
Center of Gravity, inches (mm)
Forward of rear accessory case 14.55 (369.60)
Below crankshaft centerline 0.96 ( 24.40)
Beside crankshaft centerline toward 1-3 side 0.06 ( 1.50)
1. Performance is based on sea level, standard day, zero water vapor pressure conditions at the throttle inlet and exhaust exit with no engine
accessory load. Standard day conditions are 29.92 in. Hg and 59°F. Horsepower will vary approximately 1% for each 10°F (5.6° C) change
in compressor inlet air temperature. Correction must also be made for the effect of exhaust back pressure and accessory drive losses.
Contact Continental Motors engineering for correction factors for specific applications.
2. This engine is certified for operation with 100-LL Blue aviation fuel. If the minimum fuel grade is not available, use the next higher available
grade. Never use a lower grade fuel.
3. Engine Operation with this fuel is limited to 9840 ft (2999 m) at maximum continuous power and speed and 19680 ft (5998 m) at maximum
continuous power and speed.
4. Measured using spark plug ring thermocouples.

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

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

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 Engine Description
Table 2-2. O-200-X Specifications
Oil
Oil Pressure - Normal Operation @ 75° to 240°F (24° to116°C) 30 to 60 psig
Maximum Allowable Oil Pressure4 (cold oil) 100 psig
Minimum Oil Pressure @ Idle (600 RPM)4 10 psig at or below 200°F
Maximum Allowable Oil Temperature4 240°F 116°C
Minimum Take-off Oil Temperature4 75°F 24°C
Cruise Flight Oil Temperature 170° to 220° F 77° to 104° C
Oil Sump Capacity 5.0 quarts 4.73L
Usable Oil - 16° Nose Up 4.5 quarts 4.25L
Usable Oil - 10° Nose Down 4.0 quarts 3.78L
Oil Grade, Specification See Section 3-2.1
Brake Specific Oil Consumption
Maximum BSOC = 0.006 lb. X (engine rated power) X (% power at which measured/100) X (duration of test in hours)
1 quart = 1.875 pounds
Engine Physical Specifications
Weight, dry (basic engine), lb. (kg) +/- 2.5%
Basic engine, minus starter, alternator, magnetos, ignition har-
ness, spark plugs, filters, air box and engine mount isolators. 168.53 (76.44)
Overall Dimensions, inches (mm)
Height 26.25 (666.75)
Width 31.56 (801.60)
Length 26.22 (666.00)
Center of Gravity, inches (mm)
Forward of rear accessory case 14.55 (369.60)
Below crankshaft centerline 0.96 ( 24.40)
Beside crankshaft centerline toward 1-3 side 0.06 ( 1.50)
1. Performance is based on sea level, standard day, zero water vapor pressure conditions at the throttle inlet and exhaust exit with no engine
accessory load. Standard day conditions are 29.92 in. Hg and 59°F. Horsepower will vary approximately 1% for each 10°F (5.6° C) change
in compressor inlet air temperature. Correction must also be made for the effect of exhaust back pressure and accessory drive losses.
Contact Continental Motors engineering for correction factors for specific applications.
2. This engine is certified for operation with 100-LL Blue aviation fuel. If the minimum fuel grade is not available, use the next higher available
grade. Never use a lower grade fuel.
3. Engine Operation with this fuel is limited to 9840 ft (2999 m) at maximum continuous power and speed and 19680 ft (5998 m) at maximum
continuous power and speed.
4. Measured using spark plug ring thermocouples.

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

2-3.2. Performance Data

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

2-20 O-200-D & X Series Engine Maintenance and Overhaul Manual

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 Engine Description
2-3.2.1. O-200-D & X Performance Charts
Figure 2-18. Fuel Flow vs. Brake Horsepower
O-200-D & X Series Engine Maintenance and Overhaul Manual 2-21
31 August 2011
Engine Description
Figure 2-19. Sea Level Performance
2-22 O-200-D & X Series Engine Maintenance and Overhaul Manual
31 August 2011
 Special Tools and Supplies
Chapter 3. Special Tools and Supplies
3-1. Special Tools
NOTE: All tools in the Special Tool List are for reference only, not for
the purpose of promoting a particular vendor or requiring the customer to
purchase from the indicated sources. The providers listed are potential
sources for the items based on information available at the time of
printing. Customers are free to obtain equivalent items from alternate
sources.

Special tool provider contact information is listed in Table 3-2.
Table 3-1. Special Tools List
Special Tool Use or Reference Suggested Providers Part Number
Maintenance
Alternator Analyzer Alternator Voltage Regulator Check Eastern Technology 647
Voltage Regulator Corporation
Tester
Alternator/Regulator/ Check Battery Eastern Technology E100
Battery Tester Corporation
Bearing Puller Component Maintenance Burroughs*** 8039C
Borescope Cylinder Borescope Inspection Q.A. Technologies AUTOSCOPETM
Lenox Instrument
Company
Differential Pressure Cylinder Differential Pressure Test Eastern Technology Model E2M,
Tester Corporation Model E2A
Digital Multimeter Troubleshooting Commercial, off the ---
shelf
High Tension Lead Test Ignition Harness Troubleshooting Eastern Technology E5
Kit Corporation
Master Orifice Tool Cylinder Differential Pressure Test Eastern Technology Model E2M
Corporation
Oil Filter Can Cutter Cut Oil Filter Can Champion Aerospace CT-923
Oil Filter Torque Wrench Oil Filter Installation Champion Aerospace CT-921
Oil Seal Installation Tool Oil Seal Installation Fabricate according to Local Manufacture
Figure 3-5
Portable Digital EGT/ Verify EGT/CHT Accuracy Alcor, Inc. ALCAL 2000
CHT Tester
Protractor/Timing Engine Timing Eastern Technology E25
Indicator Disc and Corporation
TDC Locator
Pulley puller Remove Generator/Alternator Sheave Burroughs*** 61-5
Timing Light Magneto to Engine Timing Eastern Technology E50
Corporation
Voltage & Circuit Tester Check Voltage/Circuits Eastern Technology Model 29
Corporation

O-200-D & X Series Engine Maintenance and Overhaul Manual 3-1

31 August 2011
Special Tools and Supplies
Table 3-1. Special Tools List
Special Tool Use or Reference Suggested Providers Part Number
Overhaul
Bearing Puller Component Maintenance Burroughs*** 8093C
Boring Bars Cylinder Repair Burroughs*** 8116-1B through -
15B
Carbide Tipped Reamer Valve Guide Reaming Kent-Moore*** 2847-2CP
2847-1CP
Common Drive Handle Cylinder Repair Burroughs*** 8122A
Common Parts Kit Valve Seat Replacement Burroughs*** 8116
Connecting Rod Boring Connecting Rod Piston Bushing Burroughs*** 8111A
& Alignment Fixture Replacement
Connecting Rod Connecting Rod Piston Bushing Burroughs*** 8098
Bushing Removal/ Replacement
Installation Set
Connecting Rod Connecting Rod Piston Pin Bushing Burroughs*** 8042C
Bushing Installation and Replacement
Removal Tool Adapter
Kit
Connecting Rod Connecting Rod Bushing Bore Honing Kent-Moore*** 5008
Bushing Reamer
Crankcase Splitter Separate The Crankcase Kent-Moore*** L423
Crankcase Through Bolt Crankcase Disassembly Burroughs*** 8114-8
Remover
Crankshaft Nose Oil Connecting Rod And Bearing Installation Kent-Moore*** 5209
Seal Installer Tool Crankshaft Nose Oil Seal Installation
Cylinder Base Nut Cylinder Maintenance Kent-Moore*** 5203, 5204, &
Wrenches 8158A, 3882, &
3882-2
Burroughs*** 8079
Cylinder Heating Stand Cylinder Maintenance Burroughs*** 8156
Cylinder Holding Fixture Valve Seat Replacement Burroughs*** 5221B
Valve Guide Replacement
Valve Seat Machining
Cylinder Holding Fixture Valve Seat Replacement Burroughs*** 5221-13A
Adapters Valve Guide Replacement 5221-15A
Valve Seat Machining 5221-16A
Cylinder Hone Engine Cylinder Bore Honing Snap On Tools CFL10
Dial Indicator Gear Backlash Measurement Commercial, off the ---
shelf
Exhaust Valve Seat Valve Seat Machining Aircraft Tool Supply K491 & 91
Grinding Stone
(Roughening)
Exhaust Valve Seat Intake Or Exhaust Valve Seat Machining Aircraft Tool Supply K421 & K21
Grinding Stone
(Finishing)
Expanding Guide Valve Guide Replacement Burroughs*** 8116-1 through -
Bodies 16

3-2 O-200-D & X Series Engine Maintenance and Overhaul Manual

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 Special Tools and Supplies
Table 3-1. Special Tools List
Special Tool Use or Reference Suggested Providers Part Number
Floating Holder Valve Guide Replacement Burroughs*** 3170
Generator Drive Holder Secure The Generator Drive Burroughs*** 4973
Helical Coil Extracting Helical Coil Insert Replacement Emhart Fastening ---
Tool Teknologies
Helical Coil Installation Helical Coil Insert Replacement Emhart Fastening ---
Tool Teknologies
Helical Coil Expanding Helical Coil Insert Replacement Emhart Fastening 520-2
Tool No. 520-2 Teknologies
High Speed Steel Reaming Valve Guides Kent-Moore*** 2847-1HP
Reamer 2847-2HP
Holding Fixture Adapter Valve Seat Replacement Burroughs*** 5221-15A
Valve Guide Replacement
Intake or Exhaust Valve Seat Machining
Hommel Tester T500 & Cylinder Bore Honing Hommel America 191800
Software T1000
Intake Valve Seat Valve Seat Machining Aircraft Tool Supply KK498 & K28
Grinding Stone
(Roughening)
Intake Valve Seat Valve Seat Machining Aircraft Tool Supply K428 & K98
Grinding Stone
(Finishing)
O-ring Installation Tool Crankcase Hardware Installation Fabricate according to ---
Figure 3-4
Oil Pressure Relief Spot Oil Pressure Relief Valve Seat Refacing Kent-Moore*** 8048
Facer
Oil Seal Tool Crankcase And Accessory Drive Adapter Oil Fabricate according to MT500260
Seal Installation Figure 3-5
Piston Ring Engine Cylinder Installation Kent-Moore*** 3601
Compressor
Piston Ring Removers Piston Ring Removal Kent-Moore*** 8121
Polishing Tool Drive Train Inspection Burroughs*** 8087A
Plug Gauge Cylinder Intake Valve Guide Inspection Kent-Moore*** 2848-1
Pushrod Spring Pushrod Installation Kent-Moore 68-3
Compressor Tool
Reamers Valve Guide Reaming Burroughs*** 8116-1R through -
15R
Reamer, Adjustable Magneto Drive Adapters Bushing And Oil Size range 25132-
Blade Seal Installation 27132
Rocker Arm Bushing Rocker Arm Bushings (Single-Bushing Kent-Moore*** 8118
Remover/Installer Type) Replacement
Rocker Arm Bushing Ream Rocker Arm Bushing Kent-Moore*** 7232
Reamer
Rosan Stud Remover Remove Step-Type Rosan Studs McMaster-Carr Supply ---
Company

O-200-D & X Series Engine Maintenance and Overhaul Manual 3-3

31 August 2011
Special Tools and Supplies
Table 3-1. Special Tools List
Special Tool Use or Reference Suggested Providers Part Number
 Remove Rosan Studs McMaster-Carr Supply 2769A13
Rosan Stud Remover
Company
(Rosan is a registered
trademark of Fairchild
Aerospace Fastener
Division)
Rosan Lock Ring Rosan Studs Installation Kent-Moore*** 8074
Installer
Spark Plug Insert Spark Plug Helicoil Insert Removal Burroughs*** 4919
Remover
Spark Plug Insert Spark Plug Helicoil Insert Installation Burroughs*** 4918
Replacer
Spark Plug Tap  Repair Damaged Spark Plug Threads/Boss Burroughs*** 445
(18 mm)
Test Club Post-Overhaul Testing Hartzell Propeller, Inc.
Valve Guide Boss Valve Guide Reaming Kent-Moore*** 4943-1 HS
Reamers through -5HS
Valve Guide Floating Valve Guide Replacement Burroughs*** 3170
Holder
Valve Guide Remover Valve Guide Replacement Kent-Moore*** 4981
Valve Guide Seal Valve Guide Seal Installation Fabricate according to Local manufacture
Installation Tool Figure 3-3
Valve Seat Grinder Set Machining Intake Or Exhaust Valve Seat Aircraft Tool Supply 1675
“Sioux Brand”
Valve Seat Grinder Pilot Machining Intake Or Exhaust Valve Seat Aircraft Tool Supply AEX 437
0.437 diameter
Valve Seat (Straight Valve Seat Repair Kent-Moore*** 5224 & 5225
Side) Insert Cutters
Valve Seat (Step Side) Valve Seat Repair Kent-Moore*** 8135, 8136, &
Insert Cutters 8138
Valve Seat Insert Valve Seat Replacement Burroughs*** 8086
Remover & Replacer
Valve Spring Engine Cylinder Assembly Kent-Moore*** 3602
Compressor Tool
Overhaul Inspection
Contour Probe Magnetic Particle Inspection Parker Research DA-200
Corporation
Dial Bore Gauges Cylinder Bore Inner Diameter Dimensional MAHR Federal 545-116
Inspection
Plug Gauge Cylinder Intake Valve Guide Inspection Kent-Moore*** 2848-1
Ultrasonic Test Crankshaft Ultrasonic Inspection Krautkramer-Branson Krautkramer-
Instrument, Portable Branson P/N:
USK 7D OR7S
USL 42
USL 48
USN 50
USN 52

3-4 O-200-D & X Series Engine Maintenance and Overhaul Manual

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 Special Tools and Supplies
Table 3-1. Special Tools List
Special Tool Use or Reference Suggested Providers Part Number
Ultrasonic Test Crankshaft Ultrasonic Inspection Krautkramer-Branson DSC Block or
Instrument Calibration (Equipment Calibration) Rompas Block
Block (steel)
Coaxial Cable - Grade Crankshaft Ultrasonic Inspection Krautkramer-Branson Krautkramer-
74 RG174/U 50 ohm (For Connecting The Transducer To The Branson P/N
Microdot to BNC (6’) Ultrasonic Equipment) 118140012
Coaxial Cable MMD to Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
BNC (6’) Branson P/N
C-047
Filter (microhenry BNC Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
to BNC) Branson P/N 281-
678-200
Fixture 60 Axial Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
Branson P/N
291-678-000
Flaw Detector Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
Branson P/N USL-
42 or equivalent
Transducer 5.0 MHz, Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
0.125 diameter Branson P/N
SMSWS 113-214-
585
Transducer, Miniature Crankshaft Ultrasonic Inspection Krautkramer-Branson Krautkramer-
(Gamma Series 5 MHz) (Provide Piezoelectric Effect) Branson P/N
MSWS 224-580
Crankshaft Main Crankshaft Ultrasonic Inspection Continental Motors 654478-1
Bearing 2.2375 –
2.2485 inches (5.6833 –
5.7112 cm) and
Miniature Wedge (45 Crankshaft Ultrasonic Inspection Continental Motors 654484
shear wave)
Crankshaft Main Crankshaft Ultrasonic Inspection Continental Motors 654483-1
Bearing 2.3630 –
2.3750 inches (6.0020 –
6.0325 cm) and
Miniature Wedge (45 Crankshaft Ultrasonic Inspection Continental Motors 654578
shear wave)
Crankshaft Main Crankshaft Ultrasonic Inspection Continental Motors 654485-1
Bearing 2.6140 –
2.6250 inches 
(6.6396 – 6.6675 cm)
and
Miniature Wedge (45 Crankshaft Ultrasonic Inspection Continental Motors 654484
shear wave)
Micrometers (series 3 Counterweight Hanger Blade Bushing Starrett No. 78
point contact inside Replacement
micrometers)

O-200-D & X Series Engine Maintenance and Overhaul Manual 3-5

31 August 2011
Special Tools and Supplies
Table 3-1. Special Tools List
Special Tool Use or Reference Suggested Providers Part Number
Runout Block Set Drive Train Dimensional Inspection Burroughs*** 8117a
*or equivalent
**Providers can be subject to change or discontinue manufacturing tools
*** The rights to manufacture Burroughs and Kent-Moore tools has been acquired by Kell-Strom Tool Company.

3-1.1. Vendor Contact Information

Table 3-2. Tool, Accessory and Supply Vendors

Supplier Address Phone FAX Web Address
Aircraft Tool P.O. Box 370 800-248-0638 517-739-1448 aircraft-tool.com
Supply 1000 Old U.S. 23 517-739-1447
Oscoda, MI 48750
Alcor 300 Breesport 800-343-7233 210-308-8536 alcorav.com
San Antonio, TX 78216 210-349-6491
Approved 29300 Goddard Road 800-521-1046 734-946-5547 approvedaircraft.net
Aircraft Romulus, MI 48174 734-946-9000
Accessories
A. W. 225 Fallon Road 800-835-4135 781-438-8971 chesterton.com
Chesterton Stoneham, MA 02180-9101 781-438-7000
Company
Burroughs See Kell-Strom Tools
Champion 1230 Old Norris Road 864-843-5333 864-843-5402 championaerospace.c
Aerospace, Liberty, SC 29067 om
Inc.
CRC 885 Louis Drive 800-272-4620 800-272-4560 crcindustries.com
Industries/ Warminister, PA 18974 800-556-5074 215-674-2196
Chemical
Products
Davis Inotek 4701 Mount Hope Drive 800-358-5525 888-818-3981 inotek.com
Instruments Baltimore, MD 21215
Dow Corning P.O. Box 997 517-496-6000 dowcorning.com
Corporation South Saginaw Road 800-248-2481
Midand, MI 48686
Eastern See Eastern Technology Corporation
Electronics
Eastern 42 Nelson St. 860-528-9821 860-289-7639 easterntech.com
Technology East Hartford CT 06108
Corporation
Emhart Industrial Division 203-924-9341 203-925-3109 emhart.com/products
Fastening 50 Shelton Technology Center
Teknologies P.O. Box 859
Shelton, CT 06484
Federal Mogul Southfield, MI 248-354-7700 federal-mogul.com
Hartzell One Propeller Place 937-778-4200 937-778-4271 hartzellprop.com
Propeller Inc. Piqua, OH 45356
Hommel 30 Peter Court 860-827-8500 860-223-2979 hommelamerica.com
America New Britain, CT 06051
Kell Strom Tool 214 Church Street 800-851-6851 860-257-9694 kell-strom.com
Company Wethersfield, CT 06109 860-529-6851

3-6 O-200-D & X Series Engine Maintenance and Overhaul Manual

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 Special Tools and Supplies
Table 3-2. Tool, Accessory and Supply Vendors
Supplier Address Phone FAX Web Address
Kelly Power Systems 877-359-5355 334-386-5410 kellyaerospace.com
Aerospace 2900 Selma Hwy
Montgomery, AL 36108
Kent-Moore See Kell-Strom Tools
Krautkramer- 50 Industrial Park Road 717-242-0327 metrologyworld.com/
Branson Lewistown, Pennsylvania 334-438-3411 storefronts/
17044 krautkramer.html
Loctite 1001 Trout Brook Crossing 860-571-5100 860-571-5465 loctite.com
Rocky Hill, CT 06067-3910 800-243-4874
Lubriplate 129 Lockwood St. 973-589-9150 973-589-4432 lubriplate.com
Newark, NJ 800-733-4755
MAHR Federal 2828-L I-85 South 704-398-2298 deterco.com/products/
Charlottle, NC 28208 MahrFederal/
mahr.htm
McMaster-Carr P.O. Box 4355 630-833-0300 630-834-9427 mcmaster.com
Supply Chicago, IL 60680-4355
Company
Merit 201 W. Mansville Dr. 800-421-1936 800-472-3094 meritabr.com
Abrasives Compton, CA 90224 310-639-4242
Miller- 6348 Oakton St. 847-966-2022 847-966-8468 miller-
Stephenson Morton Grove, IL 60053 800-992-2424 stephenson.com
Chemical
Company
Q.A. P.O. Box 61085 912-330-0500 912-330-0104 qatek.com
Technologies Savannah, GA 31420
Parker P.O. Box 1406 800-525-3935 727-797-3941 parkreascorp.com
Research Dunedin, FL 34697
Corporation
Shell Oil P.O. Box 4320 713-241-4819 713-241-6511 shell-lubricants.com
Company Houston, TX 77210
Snap On 877-740-1900 877-740-1880 snapon.com
(Tools)
L.S. Starrett 800-541-8887 978-249-8495 starrett.com
Company 978-249-3551
Tanair (Tanis P.O. Box 117 800-443-2136 800-443-2136 tanair.com
Aircraft Glenwood, MN 56334 In Minnesota:
Services) 800-862-2443
Turco Aerospace - Structural 925-458-8000 925-458-8030 aerospace.henkel.co
Henkel Adhesives m/
Aerospace P. O. Box 312
Bay Point, CA 94565-0031
Unison Unison Industries 904-739-4201 904-739-4006 unisonindustries.com/
Industries ATTN: Subscription Dept. news/
(Slick) 7575 Baymeadows Way service_documents.ht
Jacksonville, FL 32256 ml
U.S. Industrial 15101 Cleat St. 888-4USTOOL 734-455-3256 ustool.com
Tool & Supply Plymouth, MI 48170 734-455-3388
800-521-4800
*Unless otherwise indicated, type http://www. and the internet address

O-200-D & X Series Engine Maintenance and Overhaul Manual 3-7

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Special Tools and Supplies

Cylinder
Pressure
Regulator Gauge
Pressure
Gauge

Pressure
Regulator

Cylinder
Adapter AIR Master
Slow Fill
IN Orifice
Valve
Valve

Figure 3-1. Model E2M Differential Pressure Tester (built in Master Orifice Tool)

NOTE: The Model E2A Differential Pressure Tester may only be used
with a Master Orifice Tool, which is no longer produced, nor available. If
no Master Orifice Tool is available, the Model E2M must be used to
perform the Cylinder Differential Pressure Test.

The Master Orifice Tool restrictor orifice dimensions for these engines
must be 0.040 inch orifice diameter, 0.250 inch long with 60° approach
angle. The airflow rate should be 120 ±5 cubic feet per hour at 30 psi
differential pressure.

3-8 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Special Tools and Supplies

Figure 3-2. Borescope (Autoscope®)

O-200-D & X Series Engine Maintenance and Overhaul Manual 3-9

31 August 2011
Special Tools and Supplies

Figure 3-3. Valve Guide Seal Installation Tool

Figure 3-4. O-Ring Installation Tool

3-10 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Special Tools and Supplies

Medium Knurl
Stamp P/N
On Flat
Mill Flat 1/16 Radius

5/16 1.200 Dia.

1-1/4 Dia. 1/8x45° 0.783 Dia.

Before Knurl 2.00
1.00
3.00 0.68 1.00

Material 1020
Case Harden

Figure 3-5. Oil Seal Tool

Figure 3-6. Helical Coil Extraction Tool

O-200-D & X Series Engine Maintenance and Overhaul Manual 3-11

31 August 2011
Special Tools and Supplies

Figure 3-7. Helical Coil Insertion Tool

Figure 3-8. Helical Coil Expanding Tool

3-12 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Special Tools and Supplies

Figure 3-9. Rosan® Stud Removal Tool

Figure 3-10. Rosan Stud Removal Tool Installed on Stud

O-200-D & X Series Engine Maintenance and Overhaul Manual 3-13

31 August 2011
Special Tools and Supplies
3-1.2. Mechanic’s Tools
The tools listed below are required to perform overhaul procedures on the engines.
Open end wrenches – ¼-inch through 1- 1/4-inch Slide hammer
Deep socket wrenches: Ratchets:
•¼-inch drive •¼-inch drive
•5/32 through ½-inch drive •3/8-inch drive
•3/8-inch through 1-1/2-inch drive •½-inch drive
•7/16-inch through 1-1/4-inch
Deep well sockets: Heat Gun
•½-inch drive (variable intensity/ equipped with a small tip)
•7/16-inch drive through 1-inch
Calibrated torque wrenches: •Drill, 0.266 (H) Pneumatic drill
•0 to 1000 in-lbs •00.339 Drill High speed borer
•0 to 500 in-lbs •Drill bit No. 17 bit (0.1730)
•0 to 100 ft-lbs
Micrometers Ball peen hammer
Allen wrenches - assortment Pullers
Slotted screwdrivers – assortment Blind Bearing Remover
Phillips screwdrivers – Nos. 1 and 2 Vernier calipers
Safety wire pliers Leather or soft plastic mallet
Common pliers Small hole gauges, thickness gauges
Diagonal cutter pliers Feeler gauges (leaf-type)
Needle nose pliers C-clamps
Duck bill pliers Brass wire brush
Snap ring pliers (with 90-degree bend) Stiff-bristled, non-wire scrub brush
Inspection light/flashlight Dry blaster cleaning tool
2-inch Merit wheel Air impact tool
T-handle Drive Tool maker’s square
Magnifying glass (10X power) Inertia puller
Mirror Profilometer
Utility Knife or Razor Knife Chamfer Tool
Scissors Morse adapter
Crimp Tool Heavy duty drill press
Wire ties Arbor press (and 8-inch arbors)
Ring expander Vertical mill
Shield vise Engine hoist
Fiber drift, brass drift, pin or punch Engine stand
Magnet Transport dolly
Stud Extractor Tool Aircraft tie downs and stop blocks
Ezy Out V-blocks

3-14 O-200-D & X Series Engine Maintenance and Overhaul Manual

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 Special Tools and Supplies
3-2. Lubricants, Sealants and Adhesives
3-2.1. Engine Oil Specifications
Lubricating oils qualified for use in Continental Motors engines are required to meet SAE
(Society of Automotive Engineers) specifications. SAE J-1899 is the specification for
aircraft piston engine ashless-dispersant oil. SAE J-1966 is the specification for aircraft
piston engine non-dispersant mineral oil. See Chapter 2 for engine oil sump capacities.
NOTE: MIL-L-6082E, dated 1 November 1995 and MIL-L-22851D,
dated 1 November 1995 have been superseded by SAE specifications
SAE J-1966 and SAE J-1899, respectively.
QPL-J-1899: Qualified Products List is available from:
SAE Headquarters
400 Commonwealth Drive
Warrendale, PA 15096-001
The Naval Air Systems Command maintains QPL-J-1899 and QPL-J-1966.
Naval Air Systems Command
Air 4.4.5
Jefferson Davis Highway
Arlington, VA 2243-5120
3-2.2. Recommended Oil Grade:
Above 40°F ambient air, sea level- SAE 50 or Multi Viscosity
Below 40°F ambient air, sea level - SAE 30 or Multi Viscosity
Table 3-3. Break-in Oil
Type Equivalent Application
SAE J-1966 Aviation Non-dispersant mineral oil for piston
aircraft engines First 25 hours of engine operation or
MIL-C-6529 Type II Corrosion Fly-away oil until oil consumption stabilizes
preventive mineral oil
NOTE: NOTE: Mineral oil conforming to MIL-C-6529 Type II contains a
corrosion preventive additive and must not be used for more than 25
hours or six months, whichever occurs first. If oil consumption has not
stabilized in this time, drain and replenish the oil and replace the oil filter.
Table 3-4. Preservative Oil
Type Equivalent Application
MIL-P46002A NOX-RUST 1101 Temporary or Indefinite Storage
MIL-P46002A Motorstor Engine Protectant Temporary or Indefinite Storage

O-200-D & X Series Engine Maintenance and Overhaul Manual 3-15

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Special Tools and Supplies
3-2.3. Recommended Ashless Dispersant Aviation Engine Oils
NOTE: Continental Motors makes no endorsement of the listed products.
The alphabetical listing is provided only for the convenience of
Continental Motors customers. If the aviation oil you use or wish to use is
not listed, contact the Naval Air Systems Command.
Table 3-5. Qualified SAE J-1899 Ashless Dispersant Engine Oil
Supplier Brand
Air BP Lubricants Castrol Aviator AD Oil
Air BP Lubricants Castrol Aviator A Oil
Chevron USA Chevron Aero Oil
Continental Oil Conoco Aero S
Delta Petroleum Company Delta Avoil Oil
Exxon Company, USA Exxon Elite
Exxon Company, USA Exxon Aviation Oil EE
Gulf Oil Company Gulfpride Aviation AD
Mobil Oil Company Mobil Aero Oil
NYCO SA Turbonycoil 3570
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips Petroleum Company Phillips 66 Aviation Oil, Type A 100 AD, 120 AD
Phillips Petroleum Company X/C Aviation Multi viscosity Oil M20W50
SAE 20W-50, SAE 25W-60
Quaker State Oil & Refining Co. Quaker State AD Aviation Oil
Red Ram Limited (Canada) Red Ram X/C Aviation Oil 20W-50
Shell Aviation Aeroshell Oil, (Mineral) 65, 80, 100, 2F Anti
Corrosion Formula
Shell Aviation Aeroshell Multi-grade Oil AD, 15W - 50
Shell Aviation Aeroshell Oil W65, W80, W100
Shell Aviation Aeroshell Oil W80 Plus, W100 Plus Anti Corrosion
Formula
Sinclair Oil Company Sinclair Avoil
Texaco Inc. Texaco Aircraft Engine Oil-Premium AD
Total France Total Aero DM 15W - 50
Union Oil Company of California Union Aircraft Engine Oil HD
3-2.4. Oil Change Intervals
Refer to the engine maintenance manual and/or the aircraft manufacturers or
Supplemental Type Certificate (STC) holders AFM/POH for fuel specifications, specified
oil change intervals and inspection procedures.
Oil change intervals published in this manual are minimum requirements. Continental
Motors believes more frequent oil and filter changes enhance engine service life.
Continental Motors recommends engine oil be drained and replenished every 25 hours of
operation or 4 months for engines that incorporate an oil screen. Engines with the small
full flow oil filters should have the oil changed every 50 hours or 6 months.

3-16 O-200-D & X Series Engine Maintenance and Overhaul Manual

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 Special Tools and Supplies
3-2.5. Additives
There are many fuel and oil additives and/or concentrates on the market today which were
formulated primarily for automotive and industrial engine applications. From time to time,
we receive inquiries regarding use of these products in our aircraft engines. Most of these
additives and concentrates, while they may be highly beneficial to automotive and
industrial operation, are not compatible with air-cooled, light aircraft engines in their
operating environments. With the exception of the use of isopropyl alcohol and ethylene
glycol monomethyl ether compound described in the following paragraph, we do not
recommend the use of additives or concentrates in any of our aircraft engines. In fact, the
use of such additives may void the engine warranty. Use only recommended fuels and
lubricants.
WARNING
Mixing of the DEGMME compound with fuel concentration in
excess of the recommended (0.15 percent volume maximum)
could have a harmful effect on engine components. Use only the
manufacturer’s recommended blending equipment and
procedures to achieve proper proportioning.
Under certain ambient conditions of temperature and humidity, sufficient quantities of
water may exist in the fuel to create restrictive ice formation in the fuel supply. To
alleviate this occurrence, it is permitted to add no more than three percent Isopropyl
Alcohol to the fuel supply. Also, Diethylene Glycol Monomethyl Ether (DEGMME)
conforming to military specification MIL-DTL-85470B, if approved by the aircraft
manufacturer, may be added for this purpose. The DEGMME compound must be carefully
mixed with the fuel in concentrations not to exceed 0.15 percent by volume.
Table 3-6. Lubricants
Type Application Remarks
Part No. 646943  Exhaust studs Apply to nut end before torque
(Loctite 76732 Anti-Seize Mechanical tachometer drive housing At engine assembly
Lubricant) threads not through to an oil source.
Vernatherm plug
All 0.3125 and larger studs unless
otherwise noted
Throttle body air reference fittings where applicable
Part No. 654468 Fuel pump o-rings During assembly
(Shell #5 MIL-G-3545-C Grease) Fuel pressure regulator spring seat
Mixture shaft bushings
Part No. 654561 Light coat at contact point between nut seat All Models
(Shell Alvania # 2) and ignition lead ferrule
Part No. 656817  Needle bearings and ball bearings All Models during engine assembly
(Molyshield Grease) Valve stems
Accessory drive splines and couplings where applicable
Oil seal lips only All Models
Magneto rubber drive bushings
Oil pumps (pressure & scavenge) Coat gear cavity during pump assembly

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Special Tools and Supplies
Table 3-6. Lubricants
Type Application Remarks
Chesterton #995 Release agent Induction system hoses and flex duct All Models
or WD-40 connections, fuel pump aneroid seal
Dow Corning® No. 4 Rubber oil seal of spin-on oil filter where applicable
Magneto adapter gaskets -(both sides)
Dow Corning® G-N Paste Camshaft lobes and tappet faces During engine assembly
Lubriplate 930 AA O.D. of valve guides During valve guide installation
SAE J-1966 Grade 50 Non- Crankshaft bearings All Models
compounded Break-in Aviation Connecting rod bearings
Oil Camshaft bearings
Tachometer gears & adapters
Accessory spur gear teeth
Starter cone, bushing & nut
Valve guide seals Apply to sealing surface
Pistons, piston pins & piston rings All Models
Thrust washers All Models
Oil filter adapter seals
O-rings
Cylinder studs and through bolts, lubricate bolt thread and nut seat before
crankcase studs, connecting rod bolts and tightening nuts
nuts; and engine accessory studs unless
otherwise specified
Carburetor fuel connections (male threads
only)
Spark Plug Manufacturer’s Spark plugs All Models
recommended spark plug thread
lubricant such as CHAMPION®
Spark Plug Thread Lubricant No.
2612
Table 3-7. Sealants
Type Application Remarks
Part No. 642188 Accessory case to crankcase gasket (crankcase side C-90, O-200, O-300, 360
(CRC Copper Coat 401504 only) & IO-240
Gasket Sealant) Oil Drain Back Tubes C-90, O-200, O-300
Intake manifold gasket All Models
All press type plugs (Hubbard etc) All Models
In parting line area of 3-way joints Sump to crankcase or
sump to crankcase to
accessory case
2 bolt suction tube gasket - both sides where applicable
Part No. 646942-Gasket Maker Crankcase parting face where applicable
(Loctite 515TM Gasket Engine nose seal
Eliminator® Flange Sealant) between crankcase and sump gasket oil pump covers
Between oil sump and sump gasket Non-beaded gaskets
642910 oil seal, O.D. of all uncoated oil seals, except fuel applicable models
pump adapter seal

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 Special Tools and Supplies
Table 3-7. Sealants
Type Application Remarks
Part No. 653692 (Loctite Crankshaft nose oil seal area All models
LocQuic Primer 7649)
Part No. 654663 (Loctite 30516) Crankcase parting face Apply according to
used with Part No. 641543 Starter adapter to accessory case assembly instructions
Silk Thread Accessory drive adapter
Loctite 592 Teflon PS/T Pipe Use on all pipe threads except as noted where applicable
Sealant All pressure relief valve housing threads
All threaded fasteners installed in a through hole to an oil Apply before installing
source threaded fastener
Miller-Stephenson Ignition harness terminals at magneto block end All models
MS-122AD

Table 3-8. Adhesives

Type Application Remarks
Part No. 646940  apply when installing
Through stud holes on accessory end of crankcase
(Loctite 222 Sealant or optional studs
Loctite Hydraulic Sealant 569) Studs 0.25 diameter and smaller All models
breakaway torque
Part No. 646941
Cylinder deck studs minimum 100 in-lbs.
(Loctite 271 High Strength
after two hours
Adhesive Sealant) used with
Crankcase nose seal retainer bolts All models
Part No. 653693
Squirt nozzle All models
(Loctite 7471 Primer)
Mechanical tachometer drive studs to an oil source where applicable
C-75, C-85, C-90 & O-
Intake Manifold Mount Studs
200
Part No. 654470 Air throttle & fuel metering assembly All models
(3M Brand EC 1252 White Spot Magneto flanges
Seal Putty) Cylinder deck stud nuts & through bolts
Fuel pump, manifold valve, throttle and control fittings
Part No. 654562 Fuel pump adapter seal
(Loctite 609 Adhesive / Fuel pump shaft seal
Sealant) Starter clutch assembly bearing O.D. O-200, IO-240, O-300
Part No. 655700 Cylinder baffle isolators
Rubber vibration isolators
Chafing pads

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Special Tools and Supplies
Table 3-9. Miscellaneous
Type Application Remarks
Part No. 626531-1 High temperature paint for cosmetic and corrosion
Enamel - Gold (1qt) protection
Part No. 626531-2
Enamel - Gold (1 gal)
Part No. 535011 Where safety wire is required
Safety wire -.032 in dia. Steel,
Corrosion Resistant
“ACCELAGOLD” Corrosion protection interior and exterior aluminum parts
Turco® Products

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 Airworthiness Limitations
Chapter 4. Airworthiness Limitations
The Airworthiness Limitations Section is FAA approved and specifies maintenance
required under §§ 43.16 and 91.403 of the Federal Aviation Regulations unless an
alternative program has been FAA approved.
Federal Aviation Regulations §§ 43.16 and 91.403 require owner/operator compliance
with all maintenance limitations in this section concerning mandatory replacement times,
inspection intervals, and other related procedures that are specific to this engine. Any such
limitations listed below are part of the design limits of the engine, which was type certified
based upon required owner/operator compliance with the limitations.
4-1. Mandatory Replacement Times
Subject to additional information contained in FAA Airworthiness Directives issued after
the date of certification, the engines covered in this manual do not contain any
components having mandatory replacement times required by type certification.
4-2. Mandatory Inspection Intervals
Subject to additional information contained in FAA Airworthiness Directives issued after
the date of certification, the engines covered in this manual do not require specific
intervals of inspection pursuant to type certification.
4-3. Other Related Procedures
Subject to additional information contained in Airworthiness Directives issued after the
date of certification, there are no other related procedures required pursuant to the type
certification for the engines covered in this manual.
4-4. Distribution of Changes to Airworthiness Limitations
Changes to this Airworthiness Limitations Section constitute changes to the type design of
the engines covered in this manual and require FAA approval pursuant to Federal Aviation
Regulations. Changes which result in new or more restrictive limits, will be published in
FAA Airworthiness Directives.

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Airworthiness Limitations

Intentionally Left Blank

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 Engine Removal & Installation
Chapter 5.Engine Removal & Installation
5-1. Engine Removal
WARNING
Turn the ignition switch off, verify continuity between the
magneto capacitor and aircraft ground, and disconnect engine
electrical power prior to commencing any engine maintenance.
If the magnetos are not properly grounded, turning the
propeller could cause an uncommanded engine start. Do not
stand or place equipment within the arc of the propeller.
1. Turn off the Ignition Switch and Master Power Switch according to the airframe
manufacturer's instructions. Open the circuit breakers powering the switches
according to the airframe manufacturer's instructions. Turn the fuel selector valve to
the OFF position and disconnect engine electrical power according to the airframe
manufacturer's instructions.
2. Remove engine compartment cowling and airframe accessories that could obstruct
engine removal according to the airframe manufacturer's instructions.
3. Disconnect the aircraft battery according to the airframe manufacturer's instructions.
4. Disconnect the power cable from the starter according to the airframe
manufacturer's instructions.
5. Remove the propeller, spinner and back-plate according to the airframe
manufacturer's instructions.
6. Remove the baffling required to avoid contact with the engine nacelle during
removal according to the airframe manufacturer's instructions.
7. Remove the oil sump drain plug and gasket; drain the oil according to the “Engine
Oil Servicing” instructions in Section 6-3.7.
8. Temporarily install the oil sump drain plug and gasket to prevent contamination
during transit. The gaskets will be replaced when the oil is serviced.
9. Disconnect and tag the ignition circuit p-leads from the magnetos according to the
airframe manufacturer's instructions.
10. Disconnect and tag the engine wiring bundles and other connections from the
following components in accordance with the airframe manufacturer's instructions.
a. Pneumatic pump
b. Oil temperature sensor connection
c. Exhaust gas temperature sensor connection
d. Cylinder head temperature sensor connection
e. Oil temperature sensor connection
f. Alternator

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Engine Removal & Installation
g. Manifold pressure gauge line
h. Airframe fuel supply hoses
i. Throttle and mixture control cables
j. Airframe accessories and instrument connections
11. Disconnect the Ignition Harness (according to “Ignition System Removal and
Disassembly” in Section 12-2).
12. Remove all wiring bundle attaching clamps and hardware according to the airframe
manufacturer's instructions. Route wiring bundles clear of engine.
13. Disconnect any remaining airframe hoses and lines that may interfere with engine
removal according to the airframe manufacturer's instructions.
CAUTION: Do not use tape and/or plugs inside open lines or
fittings.
14. Properly cap off disconnected fluid lines and connections to prevent fuel spillage
and debris from entering the engine.
15. Ensure all wires, lines, hoses and attachments between the engine and airframe are
disconnected.
16. Disconnect and remove the exhaust system from the airframe according to the
airframe manufacturer's instructions.
17. Remove the engine mount isolators and fastening hardware according to the
airframe manufacturer's instructions.
18. Attach the engine hoist to the engine lifting eyes. (For the location of the lifting
eyes, refer to the Installation Drawings in Section 5-4).
CAUTION: Do not allow the chains to become entangled in the
engine or its hardware. Ensure the area is clear when lifting the
engine. Do not allow the front, rear, sides or bottom of the engine to
bump or strike any obstructions to prevent damage to the engine or
its components.
19. Relieve the engine weight from the engine mounts with the hoist and carefully lift
the engine out of the airframe according to the airframe manufacturer's instructions.
20. Place the engine on an engine stand, transport dolly or engine shipping container
base.
21. Use a tank sprayer filled with stoddard solvent and soft bristle brush to preclean the
engine, followed by a wash with a mild soap and water solution. Rinse thoroughly
with clean water to minimize contamination before bringing the engine in the shop
area for disassembly.

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 Engine Removal & Installation
5-2. Engine Installation
5-2.1. Common Tools and Consumable Supplies Required
1. Hoist
2. Oil conforming to SAE J-1966 (break-in oil, non-dispersant mineral oil) MIL-C-
6529 Type II (Fly-away oil)
3. Ashless dispersant oil conforming to SAE J-1899
4. MIL-P-46002, Grade 1 oil
5. 100-LL Blue aviation fuel
6. Spark plugs and copper gaskets
7. Safety Wire (.032”)
8. Cable ties
9. Bladder-type pressure pot (at least 1 gallon capacity)
10. Type 1 flammable fuel container
11. MS-122AD Spray (procured from Miller-Stephenson)
12. Spark Plug Manufacturer’s recommended spark plug thread lubricant
13. Other supplies required by the airframe manufacturer
5-2.2. Engine Receipt and Handling
When the engine arrives, inspect the crating for damage. If the engine crating appears
damaged, notify the freight shipping company for resolution. If the crating appears intact,
proceed to Section 5-2.2.1.
5-2.2.1. Uncrating the Engine
1. Remove the lag screws attaching the wooden cover to the base.
2. Lift the wooden cover and remove it.
3. Open the plastic bag wrapped around the engine.
4. Inspect the engine according to the “Acceptance Inspection” criteria in Section 5-
2.2.3.
NOTE: The engine is preserved for long term storage at the factory; if it is
not immediately installed after acceptance, refer to the “Engine
Preservation and Storage” in Chapter 9 for ongoing corrosion protection
instructions. Environmental conditions (humidity), seasonal changes, and
engine usage influence susceptibility to corrosion. In areas of high
humidity, corrosion can occur within two days of uncrating the engine.
The owner/operator is responsible for recognizing the risk of corrosion
and taking the appropriate precautions.
5. If the engine will be stored for any length of time, refer to the “Engine Preservation
and Storage” instructions in Chapter 9.

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5-2.2.2. Crating an Engine for Shipping
1. Lower the engine onto the container base.
2. Attach the engine using shock mounts and bolts.
3. Cover the engine with a plastic bag.
4. Install and attach the container cover to the base.
5-2.2.3. Acceptance Inspection
CAUTION: If hidden engine damage or corrosion is discovered,
contact Continental Motors (see “Contact Information” in
Section 1-3). Do not install or place a damaged/corroded engine in
storage.
1. Verify the engine serial number and model number on the engine nameplate are the
same as specified in the engine logbook and the packing slip.
2. Inspect the engine for signs of damage or corrosion.
a. If the engine exhibits no sign of damage or corrosion, proceed with installation.
If the engine is to be installed within 30 days of unpacking, proceed with the
instructions in Section 5-3.2, “Prepare the Engine for Installation.”
b. If damage or corrosion is discovered, contact the supplier of the engine for
disposition. Do not install a damaged or corroded engine or place it in storage.
5-2.3. Engine Transport
Refer to the “Engine Installation Drawings” in Section 5-4 for the engine lifting eye
locations.
CAUTION: Do not allow chains to become entangled on the engine
or its hardware. Be sure the area is clear when lifting the engine. Do
not allow the front, rear, sides or bottom of the engine to strike any
obstructions as the extreme weight may damage the engine or its
components.
1. Attach a hoist to the engine lifting eyes located at the top of the crankcase backbone.
2. Take up slack on the hoist prior to loosening the engine mount bolts; remove the bolts
from the shipping shock mounts.
3. Lift the engine and install it on a transportation stand or dolly.

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5-3. Installation Procedures
5-3.1. Prepare the Airframe for Engine Installation
1. The airframe fuel filter must be installed, clean, and in working order.
WARNING
Purge the aircraft fuel tanks and lines to remove contamination
prior to connecting the fuel supply to the engine. Failure to
purge contamination may cause erratic engine operation.
CAUTION: Follow the airframe manufacturer’s scheduled interval
for airframe mounted fuel and oil hose replacement. Hoses become
brittle with age; Continental Motors recommends hose replacement
coincident with engine overhaul to avoid immediate contamination
or failure at a later date.
2. Replace all aircraft flexible oil and fuel hoses according to the aircraft
manufacturer’s instructions prior to engine installation.
3. Clean the aircraft fuel strainer and allow at least one quart of fuel to flow through the
strainer and fuel supply line into a Type 1 fuel container through a paper filter.
4. Inspect the paper filter for contamination; if the fuel supply is free of contamination,
proceed with engine installation. If contaminants are found in the fuel supply, isolate
and correct the source of contamination prior to connecting the aircraft fuel supply
to the engine.
5-3.2. Prepare the Engine for Installation
Remove packing material, tags, and the preservative fluid from the oil sump of new,
rebuilt, overhauled or stored engines prior to installation.
NOTE: If the engine won’t be installed immediately, refer to the “Engine
Preservation and Storage” instructions in Chapter 9.
1. Remove the shipping plugs or dehydrator plugs from the spark plug holes.
2. Remove the AN-4060 protectors from the ignition leads.
3. Place a basin under the engine to catch the cylinder preservation oil.
NOTE: A small amount of preservative oil remaining in the cylinder bore
is acceptable; it will burn off during the first engine start.
4. Turn the crankshaft through at least two complete revolutions to remove the cylinder
preservation oil from the cylinders.
5. Catch the cylinder preservation oil draining out of the lower spark plug holes.
NOTE: If corrosion or abnormal conditions are discovered during the
borescope inspection, contact the supplier (If the engine was obtained
from Continental Motors, refer to “Contact Information” in Section 1-
3) for disposition instructions.
6. Inspect the cylinder bores with a borescope for rust and contamination.

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Engine Removal & Installation
7. Remove the oil sump drain plug and drain the remaining cylinder preservation oil
from the oil sump. Drain plug locations are depicted in the “Engine Installation
Drawings” in Section 5-4.
8. Install the oil sump drain plug with a new crush washer; torque the drain plug
according to Appendix B specifications; safety wire the drain plug according to
instructions in Appendix C.
NOTE: Approved accessories such as hydraulic pumps, vacuum pumps,
etc. may be installed in the accessory drive pads located forward of the oil
sump. Remove the accessory drive covers and install new gaskets. Install
accessories in accordance with the airframe manufacturer’s instructions.
9. Install all airframe manufacturer-required components according to the airframe
manufacturer’s instructions, including the following:
a. Cooling baffles
b. Hoses and fittings
c. Brackets
d. Ground straps
e. Hydraulic or vacuum pumps
f. Exhaust system
g. Other airframe manufacturer required item(s)
10. Install the engine in the sequence indicated in Section 5-3.3.
5-3.3. Installation Sequence
CAUTION: Do not allow chains to become entangled on the engine
or its hardware. Be sure the area is clear when lifting the engine. Do
not allow the front, rear, sides, or bottom of the engine to strike any
obstructions, as the extreme weight may damage the engine or its
components.
1. Install the engine in the airframe mounts according to the airframe manufacturer’s
instructions. Refer to the “Engine Installation Drawings” in Section 5-4 for engine
dimensions, clearances, and connections.
2. Connect the aircraft fuel supply to the carburetor according to airframe
manufacturer’s instructions.
3. Connect the starter and alternator wiring according to airframe manufacturer’s
instructions.
4. Install the exhaust system according to the airframe manufacturer's instructions.
WARNING
Oil pressure is applied to the face of the accessory drive pads. If
gasket or accessory covers are not properly installed and
torqued to Appendix B specifications, oil leakage will occur.

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5. Connect the remote oil cooler (if equipped) hoses to the engine oil cooler adapter
according to the airframe manufacturer's instructions.
6. Service the engine to the specified oil sump capacity according to instruction in
“Engine Oil Servicing” instructions in Section 6-3.7.
WARNING
Do not install the ignition harness “B” nuts on the spark plugs
until the propeller installation and the ignition system
operational checkout is complete. Failure to comply can result
in bodily injury when the propeller is rotated during
installation.
7. Verify the Ignition Switch is OFF according to the airframe manufacturer's
instructions.
8. Install the propeller according to the airframe and propeller manufacturer's
instructions.
9. Perform the “Engine Pre-oiling” procedure according to Section 5-3.3.1.
10. If the magnetos were loosened or rotated during engine installation, adjust magneto
to engine timing according to the “Magneto Timing” instructions in Section 6-3.8.1.
11. Install any remaining aircraft accessories according to the airframe manufacturer's
instructions.
12. Purge the aircraft fuel lines, connect the fuel lines to the carburetor, and leak check
the installed fuel lines according to the instructions in Section 5-3.3.2.
WARNING
Do not operate the engine until all hardware, spark plugs,
gaskets, and seals are in place and torqued and the oil sump is
properly filled to the specified capacity with oil.
13. Inspect the engine for any debris, discrepancies, or damage. Correct any
discrepancies.
14. Perform an “Installation Inspection” according to instructions in Section 5-3.4.
15. Perform the “Engine Operational Check” according to instructions in Section 6-3.6.
5-3.3.1. Engine Pre-oiling
CAUTION: If the engine oil cooler adapter is connected to an
airframe mounted oil cooler, the oil cooler and hoses will contain
trapped air that oil servicing will not evacuate from the engine
lubrication system. Failure to purge the air from the oil cooler and
hoses prior to engine start will damage the engine.
1. Install and torque the spark plugs according to the “Spark Plug Maintenance”
instructions in Section 6-3.8.2. Connect the ignition lead wires according to
“Ignition Harness Maintenance” instructions in Section 6-3.8.3.

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Engine Removal & Installation
2. Verify lubrication lines, fittings, hoses, screens, and filters are in place prior to pre-
oiling.
3. Obtain a clean, one gallon capacity bladder-type pressure pot with 50 psi output
pressure (not to exceed 60 psi).
4. Connect the pre-oiler supply hose to the engine oil pressure output (fitting). It may
be necessary to disconnect the airframe oil pressure sensor fitting according to the
airframe manufacturer's instructions.
5. Remove the rocker covers (temporarily installed in Chapter 17).
6. Open the pre-oiler valve and monitor the engine cylinder rocker areas for oil flow.
Depending upon oil temperature, it may take up to 20 minutes to see an indication of
oil flow.
7. Close the pre-oiler valve upon verification of oil flow at the rocker arms.
8. Install the rocker covers with new gaskets according to the “Rocker Arm
Installation” instructions in Section 17-4.2. Torque the rocker cover fasteners to
Appendix B specifications.
9. Disconnect the pre-oiler supply hose and cap; connect the airframe oil pressure
sensor to the engine oil pressure output according to the airframe manufacturer's
instructions.
WARNING
Do not operate the engine unless the oil is properly serviced.
10. Check the oil level in the sump using the oil gauge rod (dip stick). Verify the engine
oil is at the proper level according to instructions in Section 6-3.7.1.
5-3.3.2. Fuel Purge and Leak Check
1. Connect a length of the appropriate size hose to the aircraft fuel supply using an AN
union fitting and secure the end of the hose in a properly grounded Type 1
flammable fluid container.
CAUTION: Ensure the ignition switch is in the OFF position and
clear the rotational arc of the propeller before proceeding.
2. Position the fuel selector valve to the ON position.
3. Allow a minimum of one quart (0.94 liter) of fuel to flow through a paper filter until
the fuel is free of contaminants.
4. Position the fuel selector valve to the OFF position.
5. Remove the hose and union installed in step 1 from the aircraft fuel supply.
6. Lubricate the male fitting threads with Grade 50 aviation engine oil and connect the
aircraft fuel supply to the carburetor inlet fitting; torque the fuel hose “B” nut to
Appendix B specifications.
7. Turn the aircraft fuel selector valve to the ON position.
8. Place the mixture control in FULL RICH and the throttle ¼ OPEN.

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9. Visually inspect all fuel lines, hoses and fitting for evidence of fuel leakage.
10. Place the mixture control to IDLE CUT-OFF and CLOSE the THROTTLE.
11. Turn the aircraft fuel selector valve to the OFF position.
12. Correct any discrepancies noted.
13. Dispose of the fuel/oil mixture in accordance with Federal and State Hazardous
Material Regulations.
5-3.4. Installation Inspection
Perform a “Visual Inspection” according to the instructions in Section 6-3.5 and correct
any discrepancies before attempting engine start.
5-3.5. Preflight and Run-up
Perform an Engine Operational Check after completing the engine installation and before
performing the flight check according to the Airplane Flight Manual (AFM) or Pilot
Operating Handbook (POH). Perform a flight check before releasing the engine for
normal service to ensure the installed engine meets the manufacturer’s performance and
operational specifications.
WARNING
The fuel system must be adjusted after installation in the
airframe according to the “Engine Operational Check”
instructions in Section 6-3.6 to ensure proper operation.
Correct all discrepancies prior to release for flight.
O-200 engines are neither designed, nor approved, for
continuous negative or zero “G” operation. Engine Mount
loads shall not exceed FAR 23 utility category load factors.
CAUTION: Adhere to the Operating Limits in Section 2-3 during all
modes of engine operation, including the Flight Check and Break-In
period.
NOTE: Perform a flight check according to instructions in Section 7-2.3
before releasing the engine for normal operations. New and rebuilt
engines, and engine with one or more new cylinders or pistons, require a
25-hour break-in. After installation, avoid prolonged ground operation at
high power.
1Procedure
1. Perform an “Engine Operational Check” according to instructions in Section 6-3.6.
2. Re-torque the exhaust flange nuts to Appendix B specifications after initial engine
run-up, prior to first flight.
3. Perform a “Flight Check” according to instructions in Section 7-2.3.2.

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5-4. Engine Installation Drawings
Installation drawings are provided to help the airframe manufacturer determine
appropriate fittings and fasteners for airframe interconnect requirements. Pay particular
attention to the engine models depicted when referencing drawings for engine installation
requirements.

Figure 5-1. O-200-D & X Top View

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 Engine Removal & Installation

Figure 5-2. O-200-D & X Side View

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Engine Removal & Installation

Figure 5-3. O-200-D & X Rear View

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 Engine Removal & Installation

Figure 5-4. O-200-D & X Rear View

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Engine Removal & Installation

Ø .386-.396
Ø 4.000

30°
Position of No.
1 Crank Pin
30°

Ø 2.25 X 0.25

Figure 5-5. Propeller Flange

0.312-24 UNF-3A STUD

R 0.31 0.75 EXTENSION HEIGHT

Ø 1.44

Ø 1.88
2.250
1.12

20°

Figure 5-6. Exhaust Flange Dimensions

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 Engine Removal & Installation

STATOR TERMINAL
#10-24 UNC-2A

BATTERY TERMINAL
0.25-20 UNC-2A

FIELD TERMINAL
#10-24 UNC-2A

GROUND TERMINAL
#10-24 UNC-2A

Figure 5-7. 60 Amp Alternator Detail

ENABLE (FIELD) SWITCH

OPTIONAL ALTERNATOR
INOP LAMP CONNECTION

6 mm OUTPUT
TERMINAL

Figure 5-8. 50 Amp Alternator Detail

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

0.19
BUSHING LORD
# J3608-1 2 REQUIRED 0.70

CUP 2 REQUIRED
HOLE FOR
O 0.375 BOLT

SPACER
1 REQUIRED

3.00

ENGINE MOUNT ASSEMBLY

4 ASSEMBLIES REQUIRED
BUSHINGS ARE SUPPLIED
WITH ENGINE

2X 0.10
0.19
2XO 1.34

CRANKCASE
2X 0.03 X 45°
ACCESSORY END

2XO 1.12

ENGINE MOUNT LEG

Figure 5-9. Engine Mounts

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 Engine Removal & Installation

4mm PUSH TO START

TERMINAL

8mm POWER TERMINAL

Figure 5-10. Starter Connection Details

% 7

 

 
 
% 7
 

7 %

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

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

Figure 5-11. Ignition Distribution

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Engine Removal & Installation

Slick Magneto

GND
“P” LEAD
TORQUE
13-15 IN LBS

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

Figure 5-12. Airframe Ignition Switch Connections to Magneto

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 Engine Inspection and Service
Chapter 6. Engine Inspection and Service
6-1. Inspection Program Introduction
Inspections described in this chapter apply only to the Continental Motors engines
covered by this manual. Perform the engine inspections according to the instructions
provided. Perform aircraft inspections according to the aircraft manufacturer's
instructions. Refer to the following sections:
• Section 6-2, “Inspection and Maintenance Schedule”
• Section 6-3, “Scheduled Inspections”
• Section 6-5, “Inspection Checklists”
Some inspections are at predetermined intervals (scheduled) while others are based on
circumstance (unscheduled). Engine servicing is performed at scheduled intervals. The
first part of this chapter is devoted to scheduled maintenance intervals and associated
procedures; unscheduled maintenance instructions follow the scheduled maintenance
instructions.
NOTE: Discrepancies discovered by the person conducting the scheduled
or unscheduled inspections, even if the discrepancy is not an itemized
inspection item, should be corrected upon discovery. Fuel and oil system
contamination affects engine performance and service life. If oil or fuel
system contamination is discovered, do not limit the correction to the
symptom; isolate and correct the source of the contamination, including
any residual material left in the engine by the source of the contamination.
6-2. Inspection and Maintenance Schedule
Unless another FAA-approved Inspection Program is established, the Engine Inspection
and Maintenance Schedule shows the inspections for the subject engines covered by this
manual in their original type design. The inspections described in this chapter apply to the
engine and not to the aircraft. Refer to the Airframe Manufacturer's manual for airframe
inspection requirements.
The inspections are progressive; commencing from the date the engine is placed in
service. The inspection intervals are tracked by Engine Log entries and designated by
hours of operation or calendar time, whichever occurs first.
The inspection techniques must be executed consistently for reliability.
6-3. Scheduled Inspections
Scheduled inspections are performed at predetermined intervals to verify the system and
subsystem integrity; Scheduled inspections and maintenance are intended to enhance
serviceability by discovering minor discrepancies and correcting them before the
condition degrades. Scheduled inspections are based on calendar days or operating hours
or a combination of both. Scheduled maintenance and service tasks are included in the
inspections for convenience.

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Table 6-1. Engine Inspection and Maintenance Schedule
NOTE: If operating hours and a calendar period are specified, perform
the inspection coincident with the earliest occurrence.
Interval
Cumulative
Operating 
Hours Calendar Task Reference
25 6 months Initial operation inspection after placing a new, rebuilt, or Section 6-3.1
overhauled engine in service, including cylinder replacement.
Repeat this inspection after each 25 hours of operation until
oil consumption stabilizes.
50 4 months 50-hour engine inspection Section 6-3.2

50 6 months Oil and Filter Change (w/replacable filter cartridge) Section 6-3.7

100 Annual 100-hour engine inspection Section 6-3.3

500 4 years Continental Motors magneto inspection Section 6-3.3

500 --- 500-hour inspection Section 6-3.4

NOTE: At engine TBO, engine accessories, including the alternator,

magnetos and fuel system must be replaced with new, serviceable, or
overhauled components. No overhaul is permitted on the starter; it must
be replaced with a new unit.
2000 12 years O-200-D & X Recommended Time Between Overhaul (TBO) Section 2-3

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 Engine Inspection and Service
6-3.1. 25-Hour Initial Operation Inspection
Frequency
• Twenty-five (25) hours or six months (whichever occurs first) after:
• Installation of a new, rebuilt or overhauled engine
• Replacement of one or more engine cylinder and/or piston rings
• After every 25 hours of engine operation until oil consumption stabilizes
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance or
inspections to avoid uncommanded engine starts during
maintenance. Do not stand or place equipment within the arc of
the propeller.
Procedure
WARNING
Correct all fuel or oil leaks. Flammable petroleum products
may ignite if exposed to an ignition source.
1. Perform a visual inspection according to instructions in Section 6-3.5; correct any
discrepancies.
2. Perform a normal “Engine Start” according to instructions in Section 7-3.2 and
“Ground Run-up” according to instructions in Section 7-3.3. When the engine
reaches normal operating temperatures, check the following:
a. Idle RPM ..................................................... 700 RPM
b. Idle/Cutoff Mixture Rise ............................. 25-50 RPM
c. Acceleration ................................................ Smooth from IDLE to Wide Open
If acceleration is rough or the Idle RPM or Idle/Cutoff Mixture Rise is outside the
parameters specified in Section 2-3, perform an “Engine Operational Check”
according to Section 6-3.6 and adjust the fuel system accordingly.
3. Determine oil consumption by reviewing engine log book service record. Calculate
the brake specific oil consumption (BSOC) using the formula in Section 2-3. If oil
consumption exceeds the maximum limit, consumption is excessive, proceed to step
3a. If consumption is acceptable, proceed to step 4.
a. If oil consumption is excessive, troubleshoot according to the “Troubleshooting”
instructions in Chapter 8.
b. Perform a “Cylinder Borescope Inspection” according to the instructions in
Section 6-3.9.3.
c. Service the engine with mineral oil conforming to SAE J-1966 rather than the
ashless dispersant oil specified in step 5. Repeat this inspection after 25 hours of
operation.

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4. Establish and oil analysis profile by collecting an oil sample according to the
instructions in Section 6-3.7.4, “Oil Sample Collection” and Section 6-3.7.5, “Oil
Trend Monitoring and Spectrographic Oil Analysis.”
5. Change the oil and filter according to instructions in Section 6-3.7.2, “Oil Change.”
Fill the oil sump to the proper capacity for the engine model (Section 2-3) with
fresh, ashless dispersant aviation engine oil conforming to SAE J-1899 (Section 3-
2.1).
6. Remove and inspect the induction air filter. Clean or replace the filter media if
necessary. Verify the induction air filter is installed properly; tighten any loose
fastening hardware. With the induction air filter installed, verify the induction air
filter retainer is properly installed and the attaching hardware is secure in
accordance with the aircraft manufacturer's instructions.
6-3.2. 50-Hour Engine Inspection
Frequency
• 25 hours after the 25 hour Initial Operation Inspection
• After every 50 hours of engine operation
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance or
inspections to avoid uncommanded engine starts during
maintenance. Do not stand or place equipment within the arc of
the propeller.
Procedure
WARNING
Correct all fuel or oil leaks. Flammable petroleum products
may ignite if exposed to an ignition source.
1. Perform a “Visual Inspection” according to instructions in Section 6-3.5; correct any
discrepancies.
2. Perform a normal “Engine Start” according to instructions in Section 7-3.2 and
“Ground Run-up” according to instructions in Section 7-3.3. When the engine
reaches normal operating temperatures, check the following:
a. Idle RPM..................................................... 700 RPM
b. Idle/Cutoff Mixture Rise............................. 25-50 RPM
c. Acceleration ................................................ Smooth from IDLE to Wide Open
If acceleration is rough or the Idle RPM or Idle/Cutoff Mixture Rise are outside
the normal operating parameters specified in the “Engine Specifications”in
Section 2-3, perform an “Engine Operational Check” according to instructions in
Section 6-3.6.

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3. Collect an engine oil sample according to the instructions in Section 6-3.7.4, “Oil
Sample Collection” and submit it for analysis according to Section 6-3.7.5, “Oil
Trend Monitoring and Spectrographic Oil Analysis.”
4. Change the engine oil and filter according to the Section 6-3.7.2, “Oil Change.” Fill
the oil sump to the proper capacity for the engine model (Section 2-3) with fresh,
ashless dispersant aviation engine oil conforming to SAE J-1899 (Section 3-2.1).
5. Perform an “Induction System Inspection” according to Section 6-3.12.
6-3.3. 100-Hour (Annual) Engine Inspection
Frequency
The 100-Hour Inspection is accomplished under two circumstances:
• After every 100 hours of accumulated engine operation
• Annually, if the engine did not accumulate 100 hours of operation during the calendar
year since the last 100-Hour Engine Inspection.
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance or
inspections to avoid uncommanded engine starts during
maintenance. Do not stand or place equipment within the arc of
the propeller.
Procedure
WARNING
Correct all fuel or oil leaks. Flammable petroleum products
may ignite if exposed to an ignition source.
1. Perform a “Visual Inspection” according to instructions in Section 6-3.5; correct any
discrepancies.
2. Perform an “Engine Operational Check” according to instructions in Section 6-3.6.
3. Collect an engine oil sample according to the instructions in Section 6-3.7.4, “Oil
Sample Collection” and submit it for analysis according to Section 6-3.7.5, “Oil
Trend Monitoring and Spectrographic Oil Analysis.”
4. Perform the “Cylinder Inspections” according to instructions in Section 6-3.9. The
cylinder inspections consist of multiple inspections and checks including Cylinder
Power Stroke Area, Differential Pressure, Borescope, Baffle, Cowling, and Cylinder
Mounting Deck Inspections.
5. Perform a “Crankcase Inspection” according to Section 6-3.10.
6. Perform an “Engine Mount Inspection” according to Section 6-3.11.
7. Perform an “Induction System Inspection” according to Section 6-3.12.
8. Perform an “Ignition System Inspection” according to Section 6-3.13.

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9. Perform an “Engine Gauge Inspection” according to Section 6-3.14.
10. Perform a “Fuel System Inspection” according to Section 6-3.15.
11. Inspect the exhaust system according to the airframe manufacturer’s instructions.
12. Change the engine oil and filter according to the Section 6-3.7.2, “Oil Change.” Fill
the oil sump to the proper capacity for the engine model (Section 2-3) with fresh,
ashless dispersant aviation engine oil conforming to SAE J-1899 (Section 3-2.1).
13. Inspect installed accessories for mounting security, condition, and proper operation
according to the aircraft maintenance manual or accessory manufacturer’s
instructions.
14. Perform an “Engine Operational Check” according to instructions in Section 6-3.6.
6-3.4. 500-Hour Engine Inspection
Frequency
• After each 500 hours of accumulated engine operation
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance or
inspections to avoid uncommanded engine starts during
maintenance. Do not stand or place equipment within the arc of
the propeller.
Procedure
1. Complete the “100-Hour (Annual) Engine Inspection” requirements in Section
Section 6-3.3.
2. Replace aftermarket magnetos with new, rebuilt, or serviceable units. Perform a
500-Hour Magneto Inspection on Continental Motors magnetos according to the
Continental Motors Magneto Service Manual (See Section 1-2.2, “Related
Publications”).
3. Replace paper type induction air filters according to the airframe manufacturer’s
instructions, regardless of condition.
4. Perform an “Alternator Inspection” according to the instructions in Section 6-3.17.
Inspect and test the alternator for proper operation according to the inspection
criteria in the alternator manufacturer’s maintenance manual.
5. For any other optional engine accessories, refer to the accessory manufacturer’s
maintenance instructions for inspection criteria.

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6-3.5. Visual Inspection
Frequency
• Begin any service interval with a visual inspection
Procedure
1. Verify the engine nacelle is clean and free of fuel leaks, oil leaks, dirt and debris.
2. Inspect all fuel and oil lines for signs of chafing.
3. Inspect the oil cooler (if installed) and oil filter (or screen) for signs of leaks and
physical discrepancies.
4. Check the following on the engine for cracks, dents, pitting or physical damage:
a. External cylinder barrels
b. Cylinder barrel fins
c. Areas between and adjacent to the cylinder barrel fins.
d. External surfaces of the cylinder head, including areas around
1) Cylinder head fins
2) Top and bottom spark plug bosses
3) Crankcase external surfaces
4) Accessories
5) Support structures adjacent to accessories
NOTE: If cylinder discrepancies are discovered during the visual
inspection, perform the “Cylinder Inspections” in Section 6-3.9.
5. Check the security of the engine wiring harnesses, including spark plug leads.
Inspect the ignition leads for signs of thermal breakdown, chafing, deterioration and
proper routing.
6. Replace broken or damaged cushion clamps and stressed or broken wire ties.
7. Check magnetos for external damage, cracks and mounting security. Ensure the
ignition plate is securely fastened to the magneto and the ignition wires are properly
routed.
NOTE: For items 8 - 11, inspect for obvious signs of physical damage,
wear or deterioration, loose or missing hardware, leaks or foreign material
that may hinder normal operation. Correct any discrepancies.
8. Inspect the physical integrity of the fuel system.
9. Inspect the physical integrity of the induction system airbox, ducts, seals and
gaskets.
10. Inspect the physical integrity of the lubrication system.
11. Repair any observable damage or deficiency before the aircraft is returned to
service. Refer to Chapter 10, Non-Overhaul Repair and Replacement Procedures.

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6-3.6. Engine Operational Check
An engine operational check must be performed after any of the following:
• Engine Installation
• Carburetor Replacement, Maintenance or Troubleshooting
• Post-Overhaul
• Return from storage
• After each 100-Hour/Annual, and 500-Hour Inspection
Perform the “Maintenance Preflight Inspection” in Section 6-3.6.1 and gather the required
test equipment indicated in Section 6-3.6.2 prior to performing the Engine Operational
Check.
WARNING
Flight is prohibited until the engine successfully completes the
operational check and a flight check. If, during an operational
check or engine warm-up, abnormal operation is observed or
leaks occur, do not take-off. Determine the cause of the
problem and take corrective action.
Perform the tasks listed in Table 6-2 on a newly installed, repaired or overhauled engine
before the releasing the engine for normal flight operations.
Table 6-2. Engine Operation Prerequisites
Sequence Requirement Section Reference
1 Prepare the engine for operation Maintenance Preflight Inspection
2 Check Engine Operation Engine Operational Check
3 Complete the Engine Operational Checklist Operational Checklist
4 Perform Flight Check “Flight Check” in Section 7-2.31
1. and according to the AFM/POH

6-3.6.1. Maintenance Preflight Inspection

Perform the preflight inspection prior to engine operation following engine installation,
inspection, troubleshooting, maintenance, or overhaul work to determine if the aircraft and
engine are in an airworthy condition.
WARNING
Operation of a malfunctioning engine can result in additional
damage to the engine, possible bodily injury or death.
Procedure
1. Turn the Master Power Switch and the Ignition Switch to the OFF position.
WARNING
Ensure the propeller arc is clear of personnel and obstructions
before starting the engine.
2. Remove engine cowling according to the airframe manufacturer’s instructions.

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WARNING
The engine is certified for operation with 100-LL (Blue)
aviation fuel. If the minimum grade required is not available,
use the next higher grade. Use of lower octane rated fuel or jet
fuel will result in damage to, or destruction of, an engine the
first time high power is applied. If the aircraft is inadvertently
serviced with the wrong grade of fuel, or jet fuel, drain the fuel
system completely and service the fuel tanks according to the
aircraft manufacturer's instructions and perform a
“Contaminated Fuel System Inspection” inspection according
to instructions in Section 6-4.5.
3. If the engine is newly installed or being returned to service after long-term storage,
pre-oil the engine according to the instructions in Section 5-3.3.1.
4. Check the engine oil level. Service the oil sump as required with the oil grade
specified in Section 3-2.1.
5. Service the aircraft fuel system according to the airframe manufacturer's instructions
with the aviation fuel specified in Section 2-3. If the minimum grade required is not
available, use the next higher grade available. Never use a lower grade fuel.
6. Verify the accuracy of the tachometer, manifold pressure gauge and fuel flow gauges
prior to making any adjustments. Replace faulty gauges.
7. Verify the fuel system components are properly configured (part numbers conform
to type design and parts are installed properly).
8. Remove, clean inspect and reinstall the aircraft fuel screens in accordance with
airframe manufacturer's instructions.
9. Inspect the airframe induction air filter and alternate air system for condition,
operation and cleanliness, in accordance with airframe manufacturer's instructions.
10. Inspect the engine control rod ends for wear, proper installation and security in
accordance with airframe manufacturer's instructions.
11. Inspect the throttle and control assembly link rods (where used) for correct
installation, security and wear at attach points in accordance with airframe
manufacturer's instructions.
12. Lubricate engine control rod ends and fuel system moving parts using the approved
lubricants listed in Section 3-2 and the airframe manufacturer's instructions.
13. Visually inspect the engine and nacelle for debris, loose, missing or broken lines,
hoses, fittings, clamps and connections. Inspect for restrictions to cooling airflow;
remove any debris.
14. Inspect hoses and wire bundles for chafing, loose connections, leaks, and stains.
15. Inspect the exhaust and induction systems for proper installation, security and leaks.
16. Verify the engine crankcase breather is secure, with no breather airflow restrictions.

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17. Visually inspect the engine, propeller hub area, and nacelle for evidence of fuel and
engine oil leaks. Correct any discrepancies.
18. Visually inspect the engine and nacelle for debris, loose, missing, or broken lines,
hoses, fittings, clamps, or connections. Inspect for restrictions to cooling airflow.
Remove any debris.
19. Verify all baffles and baffle seals are installed, correctly positioned, and serviceable.
20. Correct all discrepancies prior to engine operation.
21. If the engine has been exposed to temperatures below 20ºF (-7 C) for more than two
hours, preheat the engine according to “Engine Preheating” instructions in Section
Section 7-4.1.1. If the engine has been exposed to an ambient temperature between
20º to 40ºF (-7º to 4º C), refer to the “Cold Weather Starting Without Preheating”
instructions in Section 7-4.1.1.3.
6-3.6.2. Required Test Equipment
• Portable Tachometer
• Digital EGT/CHT Tester to verify engine gauge and sensor accuracy
NOTE: Carburetor adjustments are interactive. Follow the adjustment
procedure from beginning to end whenever carburetor adjustments are
performed.
6-3.6.3. Carburetor Adjustment
1. Place the Mixture Control in the Full Rich position.
CAUTION: Do not over-tighten the idle mixture adjustment screw.
Excessive force will damage the needle valve seat and prohibit
satisfactory idle mixture adjustment.
2. Turn the idle mixture adjustment screw (Figure 6-1) clockwise until it touches the
seat, then one turn counterclockwise for the initial mixture adjustment.
3. Perform a normal “Engine Start” according to instructions in Section 7-3.2 and
“Ground Run-up” according to Section 7-3.3 to allow the engine to warm to normal
operating temperatures.
WARNING
Maintain a safe distance from the propeller when making
carburetor adjustments. Contact with a moving propeller may
cause permanent injury or death!
4. Turn the idle adjustment (throttle stop) screw (Figure 6-1) for 700 RPM engine
speed.
5. Turn the idle mixture adjustment screw (Figure 6-1) slowly counterclockwise until
the engine begins to run rough from the rich mixture, noting the idle mixture
adjustment screw position. Turn the idle mixture adjustment screw slowly clockwise
until the engine begins to starve from the lean mixture, noting the idle mixture
adjustment screw position. These settings are the carburetor rich and lean extremes
of operation. Turn the idle mixture adjustment screw counterclockwise again to the

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 Engine Inspection and Service
rich extreme, then clockwise 1/8th turn. Set the idle speed to 700 RPM with the idle
adjustment screw.
6. Secure the engine cowling and relocate personnel and equipment remaining outside
of the cabin fifty feet to the side of the aircraft.

Idle Mixture Adjust

CW= lean

Full
Lean

Full
Rich 83°
Closed (ref) Open
Throttle Throttle
Idle Adjust
CW= increase

Figure 6-1. Carburetor Controls and Adjustments

7. Gradually advance the throttle to rated RPM. Engine acceleration from idle to wide
open throttle should be smooth. If acceleration is sluggish, lean the mixture slightly
by turning the idle mixture adjustment screw clockwise in 1/16 turn increments.
8. Smoothly retard the Mixture Control toward IDLE/CUTOFF; observe the engine
RPM gauge for a RPM mixture rise of 25-50 RPM. Return the cabin Mixture
Control to FULL RICH. If RPM mixture rise is less than 25 RPM, turn the idle
mixture adjustment counterclockwise for a richer mixture. If RPM mixture rise is
greater than 50 RPM, turn the idle mixture adjustment clockwise for a leaner
mixture.
9. Repeat the carburetor idle mixture, mixture RPM rise and idle RPM adjustments
until the engine idles smoothly at 700 RPM and accelerates smoothly to wide open
throttle.
10. Upon completion of mixture adjustments, set the idle adjust screw to the desired
IDLE RPM setting between 675 and 925 RPM.
11. If no further checks are required, record the engine adjustments on a copy of the
“Engine Operational Checklist” and proceed to the “Engine Shutdown” instructions
in Section 6-3.6.5.

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6-3.6.4. Magneto Drop Check
WARNING
Absence of RPM drop during magneto check may be an
indication of a faulty ignition circuit (Hot Magneto). Should the
propeller be turned by hand (as in during preflight), the engine
could inadvertently start and cause personal injury or death.
Flight is prohibited until the condition is corrected.
CAUTION: When operating on single ignition, some RPM drop and
slight engine roughness as each magneto is switched off should be
noted. Excessive (greater than 150 RPM) RPM drop may indicate a
faulty magneto or fouled spark plugs.
NOTE: If the engine runs roughly after single magneto operation,
increase engine speed to 2200 RPM in the BOTH position and lean the
mixture control until the RPM peaks for ten seconds before returning to
the full rich position to clear the spark plugs and smooth operation before
returning to single magneto operation.
Procedure
1. Start the engine according to the “Engine Start” instructions in Section 7-3.2.
RESULT: No defects noted. Allow the engine oil to warm to normal (75°F (24°C))
operating temperature.
CAUTION: Avoid prolonged single magneto operation to preclude
spark plug fouling.
2. Throttle............................................................. 1700 RPM
3. Magneto Switch ............................................... R
RESULT: RPM drop does not exceed 150 RPM; record Left Magneto channel drop
result. Maximum allowable RPM drop spread between magneto channels is 75
RPM.
4. Magneto Switch ............................................... BOTH
5. Magneto Switch ............................................... L
RESULT: RPM drop does not exceed 150 RPM; record Right Magneto channel drop
result. Maximum allowable RPM spread between magneto channels is 75 RPM.
6. Magneto Switch ............................................... BOTH
7. Throttle............................................................. Reduce to IDLE
8. If no further checks are required, proceed to “Engine Shutdown” on page 13.

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6-3.6.5. Engine Shutdown
Procedure
1. Perform a normal engine shutdown according to the “Engine Shutdown”
instructions in Section 7-3.4.
a. Throttle........................................................ IDLE
b. Mixture........................................................ IDLE/CUTOFF
c. Fuel Selector Valve ..................................... OFF
d. Ignition Switch............................................ OFF
e. Master Power Switch .................................. ON
f. Remove installed test equipment
2. Perform a visual inspection of the engine and engine compartment, look for
indications of fuel or oil leaks. If the engine exhibits malfunctions or fails to meet
operating specifications, refer to the “Troubleshooting” instructions in Chapter 8 to
correct the discrepancy.
3. Install the engine cowling according to the airframe manufacturer's instructions.

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6-3.7. Engine Oil Servicing
The engine lubrication system provides either pressure or splash oil to areas of the engine
subject to frictional loading. A certain amount of oil consumption is normal if the plane is
flown on a regular basis. However, if oil consumption exceeds the Brake Specific Oil
Consumption rate in Section 2-3 or there is an abrupt change in the rate of oil
consumption, determine the cause and correct it before further flight.
WARNING
Do not fly the aircraft if oil consumption is abnormal or is
suspect; investigate for oil leakage. If no oil leakage is noted,
perform the “Cylinder Inspections” in Section 6-3.9.
6-3.7.1. Check and Replenish Engine Oil Level
Maintain the oil sump capacity at the specified level. To check the oil level or add oil,
perform the following procedure:
WARNING
Check the oil level before each flight and maintain the engine
oil at the specified level. Engine operation with less than the
specified capacity will cause engine malfunction or failure.
Petroleum based aviation engine oil is flammable. Follow fire
hazard precautions. Store oil in a well-ventilated area away
from heat or ignition sources.
1. Unlock and withdraw the oil gauge rod (dipstick) from the fill tube (See Figure 6-2
for engine oil servicing points).
2. Wipe the oil from the oil gauge rod with a clean, lint-free cloth. Avoid getting any
lint or debris in the oil sump.
3. Insert the cleaned oil gauge rod back into the oil sump and withdraw the rod again.
4. Verify the oil on the rod touches, but does not pass the oil fill line on the rod.
NOTE: Oil sump capacities may differ by engine model. Refer to the
“Engine Specifications” in Section 2-3.
CAUTION: When adding oil, completely remove the protective seal
from the oil container to prevent the seal from falling into the oil fill
port. Prevent any debris from falling into the oil fill port.
5. If more oil is required, add a sufficient quantity of oil meeting the specifications in
Section 3-2.1 to reach the fill line on the oil gauge rod.
NOTE: If oil is spilled on the engine or nacelle during servicing, clean the
spilled oil immediately and dispose of oily rags and absorbent materials
according to local environmental regulations.
6. Install and lock the oil gauge rod in the fill tube and secure the oil gauge rod by
folding the locking lever to the closed position indicated in Figure 6-2 after
servicing the engine oil.

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Figure 6-2. O-200-D & X Oil Servicing Points

6-3.7.2. Oil Change
CAUTION: Dispose of used engine oil according to local
environmental standards.
Perform an oil change within 30 minutes of engine shutdown (to obtain a useful oil
sample) according to the oil changes interval specified in Section 6-2.
NOTE: More frequent oil changes are recommended under extreme usage
(flight training, shuttle service, or crop dusting) or adverse (desert or
arctic climates) weather conditions.
1. Place a catch basin, approved for collecting oil, beneath the oil sump. Remove the
oil sump drain plug (Figure 6-2) and drain the oil into the catch basin.
NOTE: Continental Motors recommends customers submit a sample of
the oil drained during each oil change, or if engine trouble is suspected,
for spectrographic oil analysis. The first three samples establish the oil
analysis trend baseline. 

The amount of wear material present in new, rebuilt, or overhauled
engines is typically greater during the engine break in period, tapering off

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during subsequent oil changes. If the amount of wear material does not
decrease during subsequent oil changes, note the wear material
characteristics (refer to Section 6-3.7.5, “Oil Trend Monitoring and
Spectrographic Oil Analysis”) and troubleshoot the engine according to
instructions in Chapter 8.
2. Collect an oil sample according to the “Oil Sample Collection” instructions in
Section 6-3.7.4. Inspect the oil sump drain plug for evidence of wear material. Metal
fragments on the drain plug may indicate excessive wear or part disintegration.
Evidence of bronze in the oil sump suggests piston pin bushing loss. Remove the
cylinders and inspect the piston pin bushings for proper installation according to
instructions in Chapter 10.
3. Remove the oil filter. Cut the oil filter open using an appropriate Oil Filter Can
Cutter (Champion Part No. CT-923 (Table 3-1, “Special Tools List”)). Inspect the oil
filter for metal debris trapped within the filter to assess the engine condition. If
debris is found, wash the filter media in a clean glass container to ascertain content.
Use a magnet to check for steel particulate. New, rebuilt, or overhauled engines
typically exhibit more wear material on the first and second oil filter change, which
is normal. Wear material volume should taper off during subsequent oil changes. If
the same quantity of wear material is noted on subsequent oil changes, note the
characteristics of the wear material (Section 6-3.7.5, “Oil Trend Monitoring and
Spectrographic Oil Analysis”).

FULL FLOW
OIL FILTER

Figure 6-3. Disposable Oil Filter

4. Apply a thin coating of Dow Corning DC-4 compound to the oil filter gasket to
prevent gasket material sticking to the mating surface. Install the new oil filter;
torque the filter to Appendix B specifications and safety wire the filter according to
instructions in Section C-4.
5. Install the oil drain plug with a new crush gasket; torque the drain plug to Appendix
B specifications and safety wire the drain plug according to instructions in
Section C-4.
6. Add fresh oil and check the oil level according to instructions in Section 6-3.7.1.
7. Check for oil leaks according to instructions in Section 6-3.7.3.

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 Engine Inspection and Service
6-3.7.3. Check for Oil Leaks
WARNING
Keep the engine compartment, nacelle, and fuselage adjacent to
the nacelle clean to enable detection of oil leaks.
Procedure
1. Perform a normal “Engine Start” according to instructions in Section 7-3.2 and
“Ground Run-up” according to Section 7-3.3 to allow the engine to warm to normal
operating temperatures. Document engine oil pressure and temperature.
2. Shut down the engine according to the “Engine Shutdown” instructions in
Section 7-3.4.
3. Check the engine nacelle, engine compartment, and adjacent area for oil leaks. If
leaks are found, determine the source and correct the cause of the leak(s).
4. Check the oil level in the sump according to Section 6-3.7.1, “Check and Replenish
Engine Oil Level.”
6-3.7.4. Oil Sample Collection
Oil samples may be collected during the oil change procedure, before new oil is added or
between oil changes. The oil sample must be taken after the engine has been operated
within normal (Section 2-3, “Engine Specifications”) operating limits, including normal
cruise and maximum power settings for at least 30 minutes.
NOTE: Collect oil samples within 30 minutes of engine shutdown.
Procedure
1. Clean any dirt or debris from around the oil sump drain plug.
2. Use the following sample collection devices:
a. Sampling tube and/or funnel
b. Sample vial
NOTE: Oil sampling equipment must be clean and free of debris, foreign
material, or residue to ensure sample integrity and accurate chemical
analysis.
3. Collect one to two ounces (30 to 60 ml) of oil from one of the following sample
collection locations consistently:
a. Midstream of the oil drain flow after 1/3 of the oil has drained from the oil sump
b. From the oil fill port, at least two to three inches above the bottom of the oil
sump.
NOTE: Never take an oil sample from the bottom of the oil sump or the
oil filter canister.
4. Fill the oil sample tube or vial 3/4 full and tighten the cap.
5. Label the oil sample vial with the date the sample was taken, the serial number of
engine it was taken from, and the submitter's name and company.

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Submit the oil sample to the same laboratory for analysis (unless otherwise directed). The
following laboratories provide thorough, detailed oil analysis and reporting:

Aviation Oil Analysis Aviation Laboratories
3319 Earll Drive 910 Maria Street
Phoenix, AZ 85038 Kenner, LA 70062
6-3.7.5. Oil Trend Monitoring and Spectrographic Oil Analysis
Spectrographic oil analysis identifies concentration, in parts per million (PPM), of wear
material in an oil sample (see Section 6-3.7.4) collected during an oil change. Analysis
begins with the first oil change sample, and continues with successive oil changes. The
first samples establish a baseline. Subsequent samples, taken over time establish trends.
These trends help determine if wear material is deviating from the baseline.
(Establishment of the baseline and ensuing wear trends assume analysis is done by the
same laboratory using the same method of analysis.)
Spectrographic oil analysis results will vary for reasons exclusive of engine condition.
Chemical composition of engine oils vary by manufacturer. For consistent, meaningful
analysis, service the engine with the appropriate grade of aviation engine oil from the
same manufacturer, collect engine oil samples at regular intervals and submit the samples
to the same laboratory for analysis.
6-3.8. Ignition System Maintenance
6-3.8.1. Magneto Timing
Equipment Required
• Eastern Technology Corp. Model E-25 Timing Indicator (or equivalent)
• Top Dead Center Locator
• Eastern Technology Corp. Model E50 timing light (or equivalent)
6-3.8.1.1. Crankshaft Top Dead Center Alignment
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance or
inspections to avoid uncommanded engine starts. Do not stand
or place equipment within the arc of the propeller. Attach a
“Hot Magneto-Do Not Turn” sign to the propeller.
CAUTION: Incorrect timing, in addition to a rough running engine,
can lead to detonation, pre-ignition, possible internal engine
damage, or engine failure.

Gravity affects the timing indicator pendulum position. Prior to
checking or adjusting engine timing, level the aircraft (engine).
1. Place the fuel selector valve in the OFF position.

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 Engine Inspection and Service
2. Turn the ignition switch to the OFF position. Disconnect the aircraft battery
according to the airframe manufacturer’s instructions.
3. Remove the upper spark plugs from each cylinder.
4. Find the No.1 cylinder compression stroke by placing a finger over the spark plug
hole and rotating the crankshaft in the direction of normal rotation. When the
cylinder is on the compression stroke, the valves will be closed and pressure will
build as the piston moves to the top of the cylinder. Pressure buildup in the cylinder
can be felt at your fingertip.
5. When the crankshaft is positioned to place the No. 1 cylinder on the compression
stroke, install the top dead center (TDC) locator (Figure 6-4) in the No. 1 cylinder
spark plug hole.
TOP DEAD CENTER
LOCATOR INSTALLED

ADJUST THE PROTRACTOR/

TIMING INDICATOR DIAL TO
THE 0o TDC INDICATION.

350 TDC 10
# 1 CYLINDER

PISTON LIGHTLY
TOUCHING NOTE: THE PROTRACTOR/TIMING INDICATOR
NORMAL DIRECTION
SHOWN IS USED WITH THE PROPELLER AND
OF ROTATION
SPINNER INSTALLED

Figure 6-4. Installed Timing Disk and TDC Locator

NOTE: Ensure the timing disk is securely fastened to the propeller to
prevent movement during engine timing.
6. Securely install the timing disk indicator on the crankshaft flange, propeller spinner
or propeller hub using the supplied elastic bands.
7. Turn propeller slowly in the direction of normal rotation until the piston lightly
touches the top dead center locator.
8. Rotate the timing disc until the Top Dead Center (TDC) mark on the timing disk
aligns with the weighted pendulum pointer.

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9. Slowly rotate the crankshaft opposite of the direction of normal rotation until the
piston lightly touches the top dead center locator (Figure 6-5).
NOTE: DIAL INDICATOR POSITIONS SHOWN ARE EXAMPLES
ONLY. POSITIONS ON THE PROTRACTOR/TIMING INDICATOR
TOP DEAD CENTER DISC WILL DIFFER FROM ENGINE TO ENGINE.
LOCATOR INSTALLED

EXAMPLE: 85o POSITION.

80 90

# 1 CYLINDER

PISTON LIGHTLY
TOUCHING NOTE: THE PROTRACTOR/TIMING INDICATOR
OPPOSITE NORMAL
SHOWN IS USED WITH THE PROPELLER AND
DIRECTION OF ROTATION
SPINNER INSTALLED

Figure 6-5. No. 1 Cylinder Positioned at Top of Intake Stroke

10. Determine the difference between TDC and the current pointer indication (Figure 6-
5) and divide by two; turn the timing disk to align the pointer with the resulting
number (Figure 6-6), without turning the timing indicator base.
11. Rotate the crankshaft in the direction of normal rotation on the compression stroke
until the pointer aligns with the 0° mark. On magnetos equipped with impulse
couplings, continue turning the crankshaft in the direction of normal rotation until
each impulse coupling trips. Couplings may trip a few degrees on either side of
TDC. If one or both couplings trip after TDC, rotate the crankshaft opposite of the
direction of normal rotation a few degrees before TDC, then back in the direction of
normal rotation toward TDC. The crankshaft is now positioned at top dead center
(TDC) of the No. 1 cylinder compression stroke.

TOP DEAD CENTER NOTE: THE PROTRACTOR/TIMING INDICATOR

LOCATOR INSTALLED SHOWN IS USED WITH THE PROPELLER AND
SPINNER INSTALLED

EXAMPLE: 42.5 o POSITION.

40 50

# 1 CYLINDER

PISTON LIGHTLY
TOUCHING NORMAL DIRECTION NOTE: DIAL INDICATOR POSITIONS SHOWN ARE
OF ROTATION EXAMPLES ONLY. POSITIONS ON THE
PROTRACTOR/TIMING INDICATOR DISC WILL
DIFFER FROM ENGINE TO ENGINE.

Figure 6-6. Crankshaft Positioned at TDC for No. 1 Cylinder

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 Engine Inspection and Service
12. Remove the Top Dead Center locator from the No.1 cylinder (Figure 6-7).

TOP DEAD CENTER

LOCATOR REMOVED

0o TDC POSITION.

350 TDC 10
# 1 CYLINDER

NORMAL DIRECTION NOTE: THE PROTRACTOR/TIMING INDICATOR

OF ROTATION SHOWN IS USED WITH THE PROPELLER AND
SPINNER INSTALLED

Figure 6-7. Cylinder No. 1 at Top of Compression Stroke

13. Turn the crankshaft in the opposite of the direction of normal rotation past the
specified magneto timing specification to remove gear backlash. Turn the crankshaft
in the direction of normal rotation until the pointer aligns with the engine timing
specification (Section 2-3) on the timing disk (Figure 6-8). The engine is now
prepared for magneto removal, installation or magneto to engine timing.
6-3.8.1.2. Magneto to Engine Timing
Procedure
1. Complete Section 6-3.8.1.1, “Crankshaft Top Dead Center Alignment.”

TOP DEAD CENTER

LOCATOR REMOVED

EXAMPLE: FULL ADVANCE

FIRING POSITION 24 o BEFORE
TOP DEAD CENTER.

330 340

# 1 CYLINDER

NOTE: THE PROTRACTOR/TIMING INDICATOR

NORMAL DIRECTION SHOWN IS USED WITH THE PROPELLER AND
OF ROTATION SPINNER INSTALLED

Figure 6-8. Crankshaft Positioned at No. 1 Cylinder Full Advance Timing Position

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Engine Inspection and Service
NOTE: Be familiar with the test equipment function prior to use. Some
timing lights indicate proper ignition timing by illuminating a lamp; other
models illuminate a lamp until the magneto cam lobe opens the circuit
and turns the lamp off while other timing indicators use an audible signal
to indicate timing status.
2. Disconnect the P-leads from the magnetos. Connect a timing light right lead to the
right magneto ground terminal and the left lead to the left magneto ground terminal.
Connect the timing light ground lead to a suitable ground on the engine such as an
unpainted bolt or stud.
NOTE: Engines equipped with impulse coupling magnetos must be
turned clockwise past the impulse coupling trip point prior to centering
the pointer at engine timing mark.
3. With the crankshaft in the correct timing position, turn the crankshaft a few degrees
in the opposite direction of normal rotation before the point of ignition to clear valve
backlash. Turn the crankshaft in the direction of normal rotation toward the point of
ignition and observe the timing light as the needle approaches the proper engine
timing setting. As the pointer aligns with the correct ignition timing, the timing light
should indicate proper timing. Lightly tap the end of the pointer with a finger to
verify the pointer position.
4. If the timing light fails to illuminate, loosen the nuts securing the magneto to the
mounting flange and rotate the magneto to the left or right in the mount until the
lamp illuminates. If magneto timing adjustment is not possible, replace the suspect
magneto.
5. Remove the protractor and timing disk from the propeller flange, spinner or
propeller hub. Reconnect the ground switch leads to the magneto.
6. Inspect the spark plugs according to Section 6-3.8.2.
7. Inspect the ignition harness according to Section 6-3.8.3.
8. Connect the aircraft battery according to the aircraft manufacturer’s instructions.
6-3.8.2. Spark Plug Maintenance
1. Remove the ignition harness leads from all spark plugs.
2. Remove the upper and lower spark plug from each cylinder. Mark each plug's
installed location during removal.
3. Inspect plug condition in comparison to Figure 6-9 for serviceability. Discard spark
plugs that fail to meet the “normal electrode condition” characteristics.
4. Remove and discard the copper gaskets from all reusable spark plugs.
5. If a new spark plug is required, select one from the list in Table 6-3, or the most
current version of SIL03-2.

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 Engine Inspection and Service
Table 6-3. O-200 Approved Spark Plug List
Applicability Manufacturer Part No. Part Number Barrel Size Electrode Gap
CHAMPION
D&X REM40E 627643 5/8”-24 .016”-.021”
D&X REM437BY 655707 5/8”-24 .016”-.021”
AUTOLITE by UNISON
D&X UREM437BY 656082 5/8”-24 .016”-.021”
D&X UREM40E 655899 5/8”-24 .016”-.021”
6. Clean the spark plugs (new or re-used) according to the cleaning instructions in
Section 14-1. Set the spark plug gap to the spark plug manufacturer's data
recommended setting for the spark plug part number.
7. Install new copper gaskets on all (new and reusable) spark plugs.

FINE WIRE ELECTRODE MASSIVE ELECTRODE

NORMAL ELECTRODE CONDITION

•INSULATOR TIP GRAY, TAN OR LIGHT BROWN
•FEW COMBUSTION DEPOSITS
•ELECTRODES NOT BURNED OR ERODED
•PROPER TYPE AND HEAT RANGE PLUG FOR
ENGINE AND SERVICE.
•SPARK PLUG SHOULD BE CLEANED, REGAPPED
AND TESTED BEFORE REINSTALLTION

NORMAL WORN-OUT CONDITION

•ELECTRODES ERODED BY HIGH VOLTAGE

SPARKING AND BY CORROSIVE GASES
FORMED DURING COMBUSTION TO LESS THAN
1/2 ORIGINAL THICKNESS
•MORE VOLTAGE NEEDED TO FIRE SPARK
PLUGS - OFTEN MORE THAN IGNITION
SYSTEM CAN PRODUCE.
•REPLACE WITH NEW APPROVED AVIATION
SPARK PLUGS.

SEVERE WORN-OUT CONDITION

•EXCESSIVELY ERODED CENTER AND GROUND

ELECTRODES PLUS EXTENSIVE NECKING OF
FINE WIRE GROUND ELECTRODES INDICATE
ABNORMAL ENGINE POWER OR PLUGS
LONG OVERDUE FOR REPLACEMENT.
•DISCARD SPARK PLUGS AND CHECK HEAT
RANGE BEFORE INSTALLING NEW ONES.
•REPLACE WITH NEW APPROVED AVIATION
SPARK PLUGS IN APPROPRIATE HEAT RANGE.

Figure 6-9. Spark Plug Inspection Criteria

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Engine Inspection and Service
8. Refer to the spark plug rotation chart (Figure 6-10); mark serviceable spark plugs
with the respective “TO” cylinder number. For all remaining locations, replace with
a new spark plug.

Reduce wear of spark plug electrodes due to constant

T B T B polarity, either negative or positive, by reversing
bottom (B) spark plugs with top (T) spark plugs per chart.

CYL NO. CYL NO.

1---T TO 4---B
1---B TO 4---T
2---T TO 3---B
2---B TO 3---T
3---T TO 2---B
3---B TO 2---T
4---T TO 1---B
4---B TO 1---T

T B T B

Figure 6-10. Spark Plug Rotation Chart

9. Sparingly apply the spark plug manufacturer’s recommended thread lubricant to all
except the first row of threads on the spark plug.
10. Thread each spark plug by hand into the engine cylinder head within one to two
threads of the gasket. If the spark plug cannot be easily turned, clean the cylinder or
spark plug threads.
11. Torque the spark plugs to Appendix B specifications using a currently calibrated
torque wrench and six-point deep well socket.

6-3.8.3. Ignition Harness Maintenance

NOTE: Cable outlet plates are keyed to attach to the magneto in only one
position. No. 1 position marked on the magneto cover aligns with the
firing position for cylinder number 1.
1. Inspect the spark plug leads for chafing, heat damage, wear, and cracking. Replace
damaged cables, if repair kits are available or replace the harness.
2. Clean and spray the mating surfaces with MS-122AD spray before installing harness
on magneto.

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3. Install and tighten three (Slick) or four (Continental Motors) screws around the
cable outlet plate alternately to seat the cover squarely on magneto. Torque the
screws to Appendix B specifications.
4. Refer to the airframe manufacturer's instructions for specific ignition harness
routing through baffling and cushion clamp placement. Observe the following when
installing the harness on an engine:
a. Support leads with the necessary clamps and cable ties to prevent whipping or
chafing action. Inter-cylinder baffles are fitted with nut plates to secure ignition
harness clamps.
b. Refer to the airframe manufacturer’s instructions for routing the ignition through
baffling and cushion clamp placement; ensure the ignition harness is not routed
in close proximity to the exhaust system.
c. To prevent the sleeves from sticking and minimize twisting of the ferrule, coat
the insulating sleeves (see Figure 6-11) with MS-122AD spray.

B-NUT COAT

FERRULE

Figure 6-11. Lubricate Ignition Wire with MS-122AD

d. Apply a light coat of Shell Alvania No. 2 lubricant to the contact point between
the nut seat and ferrule on each ignition lead.
e. Route the ignition leads to the cylinder number and position found on the labels
on the loose end of the cable. If the labels are missing or unclear, refer to the
ignition harness routing illustrations (Figure 6-13). Secure the ignition leads to
the rocker covers using the ignition lead cushion clamps and rocker cover screws.
5. If the ignition harness includes elbow clamps, install the elbow clamps (Figure 6-12)
on the harnesses at the ferrule to prevent harness strain; secure clamp with screw and
lock washer.
110o
90o
70o

Figure 6-12. Ignition Wire Strain Relief

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Engine Inspection and Service
6. Wipe the spark plug lead connector clean using a lint-free cloth moistened with
MEK, acetone, wood alcohol, or naphtha.

% 7

 

 
 
% 7
 

7 %

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

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

Figure 6-13. Ignition Distribution

7. Verify the inside of the spark plug barrel is clean and dry.
CAUTION: Hold ferrules while torquing or loosening spark plug
coupling nuts to protect against twisting the ignition cable.
8. Insert the spring-end of the lead into the spark plug barrel. While holding the lead
wire B-nut, firmly push the rubber insulator into the spark plug.
9. Push the ferrule against the spark plug and turn the B-nut clockwise. Continue
turning the B-nut until it seats and is finger-tight. While holding the spark plug lead
ferrule stationary, torque the B-nut to Appendix B specifications.
10. If all maintenance is complete, perform an “Engine Operational Check” according
to the instructions in Section 6-3.6.

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 Engine Inspection and Service
6-3.9. Cylinder Inspections
A complete cylinder inspection entails the tasks described in the respective sections
Table 6-4 below. Performing all of the tasks in Table 6-4 ensures items that can affect
cylinder operation have been inspected and verified for proper operation. Use a copy of
the “Cylinder Inspection Checklist” on page 6-77 to record inspection progress and
findings.
Table 6-4. Cylinder Inspection Tasks and References

Task1 Section Reference

Cylinder visual inspection Section 6-3.9.1
Check cylinder differential pressure Section 6-3.9.2
Inspect engine cylinders with borescope Section 6-3.9.3
Inspect cylinder to crankcase mounting deck Section 6-3.9.4
Inspect baffles Section 6-3.9.5
Inspect cowling Section 6-3.9.6
1. All tasks in this table must be performed for a complete cylinder inspection.

6-3.9.1. Cylinder Visual Inspections

Procedure
1. Remove the engine compartment cowling according to the airframe manufacturer’s
instructions and perform steps 2 & 3 without cleaning the engine.
2. Inspect the cylinder barrel power stroke areas (Figure 6-14) with an inspection
mirror and light for cracks, sharp indentations, chafing, damage or pitting. Repair
discrepancies according to instructions in Chapter 15. The power stroke areas
include the:
• Twelve o’clock area on the first six fins below the head on the 1-3 side of the
engine as mounted on the crankcase.
• Six o’clock area on the first six fins below the head on the 2-4 side of the engine
as mounted on the crankcase.
3. Inspect the external surfaces of the cylinder head including the fins, intake and
exhaust ports, top and bottom spark plug bosses and fuel nozzle bosses for cracks,
exhaust flange leakage or any signs of oil, fuel, or soot leakage indicating the
cylinder or the head-to-barrel junction structural integrity has been breached.
NOTE: If discrepancies are noted during the visual inspection, perform a
“Differential Pressure Test” according to instructions in Section 6-3.9.2
and a “Cylinder Borescope Inspection” according to instructions in
Section 6-3.9.3.
4. Thoroughly clean the exterior of the engine according to instructions in Chapter 14
and repeat steps 2 & 3.

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1-3 CYLINDER POWER STROKE STRESS AREA

TOP 12 O’CLOCK POSITION

HEAD TO BARREL JUNCTION

POWER STROKE STRESS AREA

(TOP AND BOTTOM OF CYLINDER BARREL)

2-4 CYLINDER POWER STROKE STRESS AREA

BOTTOM 6 O’CLOCK POSITION

Figure 6-14. Cylinder Power Stroke Areas

6-3.9.2. Differential Pressure Test
Purpose
The Cylinder Differential Pressure Test is a nondestructive method of determining the
internal condition of cylinders and cylinder components. As with any test or inspection,
the Cylinder Differential Pressure Test has certain limitations that may necessitate its use
in conjunction with other non-invasive inspections. The Cylinder Differential Pressure
Test identifies leaks and the source of leaks, with the engine under static conditions (not
running), using a regulated 80 psi pressure source. Marginal or unsatisfactory results of
the Cylinder Differential Pressure Test or Cylinder Borescope inspections may indicate
the need to perform additional inspections.
NOTE: The static leak check does not relate directly to cylinder pressures
developed during actual engine operations.
Monitor and record engine oil consumption, the appearance or color of the engine oil and
any visual indications of high crankcase pressure (combustion blow-by) such as an oily,
wet area on the aircraft belly or lower wing surface.
Monitor and record the engine's oil consumption, the appearance or color of the engine oil
and any visual indications of high crankcase pressure (combustion blow-by) such as an
oily, wet area on the aircraft belly or lower wing surface.
NOTE: Prior to performing the cylinder differential pressure test,
determine the baseline master orifice calibrated pressure reading
according to instructions in Section 6-3.9.2.1.

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Excess cylinder wall or piston ring wear, broken piston rings and burned valves exhibit
additional symptoms that include, but are not limited to the following:
• Excessive cylinder barrel wear and/or piston ring wear:
• Elevated crankcase pressure; see “Excessive Crankcase Pressure” in Chapter 8.
• Sudden increased oil consumption (based on trend monitoring)
• Oil discolored within first 10 hours after an oil change
• Broken piston rings:
• Scored, grooved cylinder wall, evident via a borescope inspection
• Abnormal debris in oil filter or oil screen
• Burned valves:
• Extremely low cylinder differential pressure test results
• Usually evident during borescope inspection.
Many variables affect Differential Pressure Test results, such as:
• Abnormal amounts of oil in the cylinder
• Engine temperature and cylinder temperature uniformity
• Test equipment accuracy
• Capacity and quality of the compressed air source
• Techniques used by the technician when performing the test

Frequency
Perform the differential pressure test:
• During 100-hour or Annual inspections
• If excessive oil consumption or blow-by is suspected
• If the cylinder exhibits signs of accelerated wear

Test Equipment
• Dry, oil-free compressed air source capable of providing a minimum line pressure of
125 P.S.I. with a minimum flow capability of 15 Cubic Feet per Minute (CFM).
NOTE: Master Orifice Tool (Part No. 646953A) is no longer available.
Without the Master Orifice Tool, the Model E2A Differential Pressure
Tester is not a valid test equipment option; the Model E2M Differential
Pressure Tester must be used. If the facility performing the repairs is in
possession of both a Model E2A Differential Pressure Tester and the
Master Orifice Tool, the shop may continue to use them as alternatives to
the Model E2M Differential Pressure Tester. Instructions in this manual
apply only to the Model E2M Differential Pressure Tester
• Cylinder Differential Pressure Tester:
• Eastern Technology Corporation Model E2M (Figure 6-15) This Differential
Pressure Tester incorporates a 0.040 inch Master Orifice Tool

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WARNING
Differential Pressure Test equipment must be calibrated
annually. Failure to properly maintain and calibrate the
Differential Pressure Test equipment may result in misleading
or erroneous Differential Pressure Test readings.
Perform the “Differential Pressure Tester Setup” instructions in Section 6-3.9.2.1 to
calibrate the test equipment prior to conducting the Cylinder Differential Pressure Test.
Perform the Cylinder Differential Pressure Test as soon as possible after the aircraft has
returned from flight. If the aircraft cannot be flown prior to performing the Cylinder
Differential Pressure Test, operate it on the ground, with the cowling installed until a
minimum of 300 to 350°F (149 to 177°C) is observed on the aircraft cylinder head
temperature (CHT) gauge.
WARNING
Turn the Ignition Switch and fuel supply OFF, disconnect
engine electrical power and confirm continuity between the
magneto capacitor and aircraft ground before commencing
maintenance or inspections to avoid uncommanded engine
starts. Take necessary precautions to prevent accidental
rotation of the propeller while performing this test. Differential
pressure tests are best performed with two people, one to adjust
the pressure regulator and one to hold the aircraft propeller.
The “Master Orifice” is a calibration standard that must be used prior to performing the
Cylinder Differential Pressure Test. The Master Orifice establishes the acceptable cylinder
pressure leakage limit for the test equipment being used and the atmospheric conditions at
the time of the test. Record the acceptable cylinder pressure leakage limit, along with the
individual cylinder readings in the engine logbook and on a copy of “Cylinder Inspection
Checklist” on page 6-77.
6-3.9.2.1. Differential Pressure Tester E2M Setup
Perform this procedure to prepare the Model E2M Differential Pressure Tester (Figure 6-
15) for use and establish the acceptable cylinder pressure leakage limit.
Procedure
1. Turn the Differential Pressure Tester pressure regulator valve OFF.
2. Position the Master Orifice Valve to the OFF position; handle is horizontal and
directly over the OFF label.
3. Position the Slow Fill Valve (next to the pressure regulator) to the OFF position;
handle is vertical, pointing down.
4. With the Slow Fill Valve in the OFF position, connect the air source to the
Differential Pressure Tester male quick disconnect.
5. Adjust the pressure regulator for indicated 80 psi.
6. Set the Master Orifice Valve to the TEST position; handle is vertical, pointing down.

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7. Turn the Slow Fill Valve to the PRESSURIZE position.
8. If necessary, adjust the pressure regulator to maintain an 80 psi indication on the
regulator pressure gauge.
9. Record the cylinder pressure gauge indication on the Cylinder Inspection Checklist.
This is the Acceptable Cylinder Pressure Leakage Limit.
10. Turn the Slow Fill Valve to the OFF position; handle is vertical, pointing down.
11. Turn the Master Orifice Valve to the OFF position; handle is horizontal, directly
over the OFF label.
12. The Differential Pressure Tester is ready for use; proceed to Section 6-3.9.2.3,
“Cylinder Differential Pressure Test.”

Cylinder
Pressure
Regulator Gauge
Pressure
Gauge

Pressure
Regulator

Cylinder
Adapter AIR Master
Slow Fill
IN Orifice
Valve
Valve

Figure 6-15. Model E2M Differential Pressure Tester

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6-3.9.2.2. Differential Pressure Tester Reliability Check
Keep the Differential Pressure Tester clean and check it periodically for accuracy:
1. Apply a line pressure of 100 to 120 psi; close the Slow Fill Valve.
2. Adjust the pressure regulator to 80 psi. The pressure in both gauges should stabilize
with no leakage.
6-3.9.2.3. Cylinder Differential Pressure Test
Have an assistant hold the propeller when applying air pressure to the cylinder to prevent
propeller rotation.
WARNING
Turn the Ignition Switch and fuel supply OFF, disconnect
engine electrical power and confirm continuity between the
magneto capacitor and aircraft ground before commencing
maintenance or inspections to avoid uncommanded engine
starts. Do not stand or place equipment within the arc of the
propeller.
Procedure
1. Perform the test as soon as possible after engine shut down to ensure the piston
rings, cylinder walls, and other engine parts are well lubricated and at operating
clearance.
2. Remove the most accessible spark plug from each cylinder. Identify the cylinder
number and position of the removed spark plugs. Examine the spark plugs to aid in
diagnosing engine and cylinder conditions. Refer to the spark plug manufacturer's
technical data.
3. Turn the crankshaft by hand in the direction of rotation until the piston in the
cylinder under test is positioned just before its compression stroke.
4. Install the cylinder adapter in the spark plug hole and connect the Differential
Pressure Tester to the cylinder adapter (Figure 6-16).
NOTE: The Slow Fill Valve should be in the CLOSED position.
WARNING
Exercise care when opening the cylinder pressure valve, air
pressure entering the cylinder may cause the crankshaft to
rotate if the piston is not at top dead center.
5. Have an assistant secure the propeller to prevent rotation and slowly turn the Slow
Fill Valve in the direction of the PRESSURIZE position to pressurize the cylinder to
20 psi.
6. Continue turning the propeller in the normal direction of rotation, against the
pressure until the piston reaches top dead center (TDC) indicated by a sudden
decrease in the force required to turn the crankshaft. If the crankshaft is rotated too
far, back up at least one-half revolution and start over again to eliminate the effect of
valve train backlash and to keep the piston rings seated.

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Figure 6-16. Differential Pressure Test Equipment Usage

WARNING
The probability of air pressure in the cylinders turning the
propeller during this procedure will be highest when the air
pressure in the cylinder is raised to 80 psi in step 7. Stand
outside the propeller arc with balanced footing while holding
the propeller firmly to avoid injury.
7. With the piston at top dead center, open the Slow Fill Valve completely. Observe the
regulator pressure gauge and adjust the pressure regulator, if necessary, for an 80 psi
indication.
8. To ensure the piston rings are seated and the piston is square in the cylinder bore,
move the propeller slightly back and forth with a rocking motion, while applying the
regulated pressure of 80 psi, to obtain the highest indicated pressure reading on the
cylinder pressure gauge. Adjust the pressure regulator, as necessary, to maintain a
regulated pressure indication of 80 psi.
9. Record cylinder pressure gauge indication. The difference between indicated
cylinder pressure and indicated regulator pressure is the amount of cylinder leakage.
Record cylinder pressure indication as: (pressure reading)/80 psi.
NOTE: Repeat steps 3 through 9 on each engine cylinder. Record
Cylinder Differential Pressure Test results for each cylinder on the
Cylinder Inspection Checklist.
10. Compare the recorded test results with Table 6-5 to determine what action, if any, is
recommended.

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11. Turn the Slow Fill Valve to the OFF position. Disconnect the test equipment from
the cylinder and proceed to the “Cylinder Borescope Inspection” in Section 6-3.9.3.
Table 6-5. Differential Pressure Test Results
Symptoms and
Air Discharge Source Pressure Test Value Observations Recommended Action
Air discharge at oil filler/ Cylinder Differential Pres- Normal borescope indica- Continue engine in service.
crankcase breathe. sure Test reading above tions. Oil consumption sta- Repeat Differential Pres-
the acceptable cylinder ble, no excessive oil sure Test at next 100-hour/
pressure leakage limit. discharge out engine annual inspection.
breather
Cylinder Differential Pres- Normal borescope indica- Fly aircraft at Cruise Power
sure Test reading below tions. Oil consumption sta- setting1 and repeat Cylin-
the acceptable cylinder ble, no excessive oil der Differential Pressure
pressure leakage limit. discharge out engine Test.
breather.
Cylinder Differential Pres- Not applicable Remove cylinder for repair.
sure Test reading below
the acceptable cylinder
pressure leakage limit after
re-test.
Cylinder Differential Pres- Oil consumption abnor- Remove cylinder for repair.
sure Test reading above or 2
mal , with oil discharge out
below the acceptable cylin- engine breather. Bore-
der pressure leakage limit scope inspection reveals
heavy carbon deposits in
combustion chamber and
on piston crown with
excessive oil puddling in
cylinder barrel.
Air escaping at spark plug Cylinder Differential Pres- Dye check of area reveals Remove cylinder for
spot face sure Test readings not cracks. replacement.
applicable
Little to no air discharge at Cylinder Differential Pres- Oil consumption Remove cylinder for repair.
oil f i l l e r / c r a n k c a s e sure Test reading abnor- abnormal2, with oil dis-
breather. mally high charge out engine
breather. Borescope
inspection reveals heavy
carbon deposits in com-
bustion chamber and on
piston crown with exces-
sive oil puddling in cylinder
barrel.

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Table 6-5. Differential Pressure Test Results
Symptoms and
Air Discharge Source Pressure Test Value Observations Recommended Action
Air discharge into induction Cylinder Differential Pres- Normal cylinder borescope Continue engine in service.
system sure Test reading above inspection results.
the acceptable cylinder
pressure leakage limit.
Cylinder Differential Pres- Normal cylinder borescope Fly aircraft at cruise power
sure Test reading below inspection results. setting1 and repeat Cylin-
the acceptable cylinder der Differential Pressure
pressure leakage limit. Test.
Cylinder Differential Pres- Not Applicable Remove cylinder for repair.
sure Test reading below
the acceptable cylinder
pressure leakage limit after
re-check.
Air discharge into exhaust Cylinder Differential Pres- Normal cylinder borescope Continue engine in service.
system sure Test reading above inspection results.
the acceptable cylinder
pressure leakage limit.
Cylinder Differential Pres- Normal cylinder borescope Fly aircraft at cruise power
sure Test reading below inspection results. setting1 and repeat Cylin-
the acceptable cylinder der Differential Pressure
pressure leakage limit. Test.
Cylinder Differential Pres- Not Applicable Remove cylinder for repair.
sure Test reading below
the acceptable cylinder
pressure leakage limit after
re-check.
Air discharge at cylinder Cylinder Differential Pres- First cylinder head fin Remove cylinder for
head to barrel juncture or sure Test readings above above cylinder barrel wet replacement.
between barrel fins the acceptable cylinder with oil or baked on oil resi-
pressure leakage limit. due. See the latest revision
of Service Bulletin SB96-12
for additional tests to be
performed.
1. Fly the aircraft at cruise power setting between 65 and 75 percent power according to the Aircraft Flight manual/Pilots Operating Handbook
(AFM/POH) for a duration that will allow engine oil and temperatures to stabilize, or at least 45 minutes. Repeat the differential pressure
test on the suspect cylinder.
2. A sudden increase in oil consumption from the established, normal trend.

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6-3.9.3. Cylinder Borescope Inspection
Regular engine operation provides an oil coating for the cylinder and minimizes rust
formation. New cylinders are particularly sensitive to rust formation if the engine is
infrequently used or not properly preserved during storage.
NOTE: Ground operation of the engine is an unacceptable substitute for
in-flight engine operation. Ground operation does not provide adequate
cylinder cooling and introduces water and acids into the lubrication
system.
Purpose
The cylinder borescope inspection provides a non-destructive method of visually
examining the internal cylinder components and must be used in conjunction with the
“Differential Pressure Test” to assess the condition of the valve, piston top, deposits, and
the hone pattern on the cylinder barrel and identify abnormal wear patterns which can
contribute to low differential pressure readings or increased oil consumption.
The cylinder wall hone pattern consists of engineered surface “scratches” which aid in
ring seating by allowing the ring and wall surface to wear uniformly and provides a
reservoir of oil for lubrication during ring travel. The cylinder walls and rings are designed
to wear over the life of the engine, particularly in the power stroke area. The visible hone
pattern in the upper portion of the bore may disappear during normal operation; and is not
cause for cylinder replacement.
Required Equipment
• Mechanics tools
• Borescope
Frequency
• During 100-hour/Annual inspection
• If oil consumption is excessive
• After an engine overspeed incident
• Whenever an anomaly is suspected
WARNING
Turn the Ignition Switch and fuel supply OFF, disconnect
engine electrical power and confirm continuity between the
magneto capacitor and aircraft ground before commencing
maintenance or inspections to avoid uncommanded engine
starts. Do not stand or place equipment within the arc of the
propeller.
Take preventive measures to avoid burns when performing a
Cylinder Borescope Inspection on a hot engine.
Procedure
1. Remove the engine cowling as necessary to gain access to the top spark plugs.
2. Remove the upper spark plug from each cylinder.

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3. Position the piston at bottom dead center on the power stroke. The exhaust valve
will be open with the piston in this position.
4. Insert the borescope probe through the upper spark plug hole and inspect the internal
surfaces of each cylinder, including the exhaust valve and exhaust valve seat. Use
5. Position the piston at bottom dead center at the end of the intake stroke.
6. Insert the borescope through the upper spark plug hole and inspect the intake valve
and valve seat. Use Table 6-6 and Figure 6-17 through Figure 6-20 to interpret
inspection findings.

Table 6-6. Borescope Inspection Objectives and Corrective Actions

Inspection Item Objective If Abnormality Noted

Combustion Chamber Inspect: Remove cylinder for repair
•Valve seat inserts for erosion, burning
•Spark plug heli-coils for protrusion into combustion
chamber
•Heavy carbon deposits/presence of excessive oil
Exhaust Valve Face Inspect for signs of leakage or damage indicated Repair or replace cylinder
by:
•Localized discoloration on the valve face circum-
ference (Figure 6-18)
•Minute cracks
•Erosion (missing material)
Intake Valve Face Inspect for signs of leakage or damage indicated Repair or replace cylinder
by:
•Localized discoloration on the valve face circum-
ference
•Erosion (missing material)
Cylinder Bore Inspect exposed surface of bore for: Repair or replace cylinder
•Heavy scoring/piston rub (Figure 6-21)
•Piston pin rub (wide band pattern in horizontal
plane at 3 o'clock and/or 9 o'clock position)
Corrosion (Figure 6-20)1 Remove cylinder for repair
Excessive oil in cylinder/heavy deposits of carbon
in combustion chamber
Upper portion of cylinder bore has no visible hone Normal indication for in service
pattern (Figure 6-22) and (Figure 6-23) cylinders
Piston Head Inspect for: Remove cylinder for repair
•Piston crown for erosion, missing material
•Visible damage from foreign debris
1. Remove cylinder for repair or replacement. Perform complete inspection of connecting rod bushing for correct installation and finishing.

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Figure 6-17. Normal Combustion Chamber Figure 6-18. Burned Exhaust Valve
Exhaust valve has reddish deposit in center with dark Note the edge of valve face has lost all combustion
outer edge. Intake valve has light brown combustion residue with striations moving toward center of valve.
deposits. Combustion chamber has light brown
deposits.

Figure 6-19. Phosphate-Coated Cylinder w/ Figure 6-20. Phosphated Cylinder Bore

Revised Hone Pattern Phosphate coating in valleys of the cylinder bore hone
Phosphate coating provides increased corrosion pattern. Light corrosion at top of cylinder bore, above
protection during initial hours of engine operation. piston ring travel limit in this area is normal.

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Figure 6-21. Cylinder Barrel Scoring and Piston Rub

Figure 6-22. Typical Wear in Upper Ring Travel

Figure 6-23. Typical Cylinder Wear

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6-3.9.4. Cylinder to Crankcase Mounting Deck Inspection
Purpose
Proper cylinder torque requires a solid mounting surface. Foreign materials, such as
grease or unauthorized sealants applied to the mounting base or flange will not allow
proper fastener preload. Proper torque procedures are critical to engine operation.
Frequency
• During 100-hour/Annual inspection
WARNING
Do not apply any form of sealant to the crankcase cylinder
deck, chamfer, cylinder mounting flange, O-ring, or fastener
threads. The use of RTV silicone or other sealant on mating
threads or between mating surfaces during engine assembly
will cause a loss of cylinder deck stud or through-bolt torque.
Subsequent loss of main bearing crush or fretting of the
crankcase parting surfaces can lead to cylinder separation,
main bearing movement, or oil starvation and catastrophic
engine failure.
Procedure
Inspect the cylinder-to-crankcase mounting deck for evidence of silicone RTV sealant on
the cylinder deck flange. If silicone RTV sealant or any other unauthorized sealant or
adhesive is discovered, the engine must be completely disassembled, cleaned, inspected
and assembled according to the overhaul instructions in Chapter 12-18 of this manual
1. Remove the engine from the aircraft according to instructions in Section 5-1.
2. Disassemble the engine according to the instructions in Chapters 12 and 13.
3. Clean the engine components according to the instructions in Chapter 14.
4. Inspect the engine components according to the instructions in Chapter 15.
5. Reassemble the engine according to instructions in Chapters 16 and 17.
6. Perform the “Post-overhaul Testing” according to instructions in Chapter 18.
7. Install the overhauled engine according to instructions in Section 5-2.

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6-3.9.5. Baffle Inspection
Purpose
To prevent cylinder deterioration and verify baffles are properly fitted and installed. This
inspection performed in concert with the cylinder inspection.
The heat transfer in piston engines requires efficient and reliable operation of cooling
baffles to prevent rapid deterioration of the cylinders and other engine components. Verify
the baffles are installed, intact, and positioned properly.
Frequency
• During 100-hour/Annual inspection or whenever the cowling is removed
Procedure
1. Check the following for deterioration, wear, correct position, and proper contact
with the cowl. Figure 6-24 through Figure 6-27 show improperly positioned baffle
seals.
2. Repair or replace worn or distorted baffles in accordance with the airframe
manufacturer or Supplemental Type Certificate (STC) holder's information.
3. Check and adjust inter-cylinder baffles to ensure a tight fit.
4. Inspect for holes and cracks that would allow cooling airflow to be wasted. Seal any
cracks or holes by applying a non-corrosive silicone adhesive/sealant. Consult the
aircraft manufacturer for application instructions. Baffle conditions shown in Figure
6-28 shows air gaps that lead to inadequate cooling airflow. Figure 6-29 and Figure
6-30 show evidence of cooling air loss at the baffle seals.
5. Check the integrity of all cooling ducts, heater ducts, etc. and repair as necessary.

Figure 6-24. Improperly Positioned Baffle Seals

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Figure 6-25. Improperly Positioned Baffle Seals

Figure 6-26. Improperly Positioned Aft and Side Peripheral Baffle Seals

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Figure 6-27. Improperly Positioned Aft and Side Peripheral Baffle Seals

Figure 6-28. Aft and Side Baffles with Air Gaps

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Figure 6-29. Cooling Loss Due to Gaps in Baffle Seals

Figure 6-30. Cooling Loss Due to Gaps in Baffle Seals

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6-3.9.6. Cowling Inspection
Purpose
Check cowl openings for restrictions and proper operation of the cowl flap. Cowl flap
operation is an integral function of engine cooling control.
Frequency
• During 100-hour/Annual inspection
Procedure
1. Verify add-on accessories and their associated hardware do not restrict cowl inlet,
cowl outlet, and air flow through the cooling fins.
2. Verify the cowl flap rigging and operation meet the appropriate aircraft maintenance
manual specifications.
3. Check for cracks and other obvious physical defects.

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6-3.10. Crankcase Inspection
Purpose
To verify the crankcase is free of oil leaks, cracks, and physical damage.
Frequency
• During 100-hour/Annual inspection
Procedure
WARNING
If neglected, crankcase cracks may progress to the point of
causing major oil leakage or engine structural failure.
1. Inspect the exterior of the crankcase halves for cracks. Carefully inspect the entire
external surface of the crankcase using an inspection light and mirror.
NOTE: All crankcase cracks require attention, regardless of size or
location. Do not ignore crankcase cracks.
a. Cylinder deck (white/non-shaded in Figure 6-31 = critical areas) cracks,
regardless of size require immediate crankcase replacement.
b. Repair cracks two inch (5.08 cm) or longer in the shaded (non-critical) locations
of Figure 6-31 according to instructions in Section 15-7.7. Replace the crankcase
if satisfactory repair is not possible.
c. Cracks shorter than two inches in the shaded locations of Figure 6-31 may
remain in service. Scribe the extremities of cracks smaller than two inches in the
non-critical areas for further growth progression monitoring. Cracks with seeping
oil must be repaired or replaced immediately. At 25-hour inspection intervals,
inspect the progression of any previously identified crack located in the shaded
locations of Figure 6-31 that is less than two inches in length. If a crack in the
non-critical area of Figure 6-31 progresses to two inches or more in length, repair
or replace the crankcase. Inspect the scribed cracks at the next 50 hour engine
inspection for progression. If no progression is noted, repeat the progression
inspection at each 100-hour inspection interval until the crack is repaired or the
crankcase is replaced. Repair or replace the crankcase if the cracks in the non-
critical area progress to two inches or beyond in the shaded locations.
2. Investigate oil leaks as possible crack indications. If oil leaks are the result of
damaged or improperly sealed gaskets, replace questionable gaskets according to the
overhaul instructions.
3. Inspect the crankcase breather for cracks or dents. Inspect tube ends for scoring or
eccentricity that may prohibit a proper seal. Discard and replace unserviceable
components.
4. Inspect engine mount brackets for cracks, dents and wear. Inspect hardware for
distorted, stripped threads and damaged wrench flats. Discard and replace
unserviceable components.

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Figure 6-31. Crankcase Critical (white) and Non-critical (Shaded) Area

5. Inspect the crankcase backbone seam for signs of oil leaks. Oil leakage in this area
may be caused by under-torqued through bolts. Retorque the crankcase fasteners
according to the instructions in Section 17-3.1, “Cylinder and Crankcase Torque.”
WARNING
The use of sealants or lubricants other than those specified by
instructions in this manual on mating threads and between
mating surfaces can cause incorrect torque application and
subsequent engine damage or failure.
6. Inspect the cylinder deck for signs of RTV Sealant used on the cylinder deck flange.
If RTV Sealant is found, refer to Section 6-3.9.4, “Cylinder to Crankcase Mounting
Deck Inspection” for corrective action.

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6-3.11. Engine Mount Inspection
Frequency
• During 100-hour/Annual inspection
Procedure
1. Inspect engine mounts and mount isolators for visible evidence of cracks. If cracks
are suspected, perform nondestructive inspection using dye penetrant or eddy
current methods to determine engine mount condition.
WARNING
Do not allow a cracked engine mount to remain in service.
Replace upon discovery.
2. Inspect engine mount isolators for signs of deterioration, proper assembly and
security.
3. Replace damaged or deteriorated engine mounts or engine mount isolators.
6-3.12. Induction System Inspection
Purpose
Check the integrity of the air filter, seals, and airbox to prevent particulates from entering
the engine that can abrade cylinder walls and ring faces thereby damaging the engine.
Frequency
• During 100-hour/Annual inspection
Procedure
1. Remove and inspect the induction air filter for cleanliness, normal operation and the
absence of gaps or leaks in the filtering element. Verify the air filter seal prevents
airflow except through the filter. Inspect or replace as necessary in accordance with
the airframe manufacturer/STC holder's information.
2. Verify the integrity of the airbox; look for alternate air circuits which can bypass the
filtering system. Any holes or bypass circuits found behind the filtering element
should be repaired as required in accordance with the airframe manufacturer/STC
holder's information.
3. Verify the operation of the alternate air door and the integrity of the seal in the
closed position. Verify the door operating mechanism closes securely. Replace or
repair, as necessary, according to the airframe manufacturer/STC holder's
instructions.
4. If oil analyses are done on engine oil samples, check the silicone content of the most
recent oil analysis and the overall silicone trend to further assess the possibility of
Induction System leaks or pilot operational issues such as extensive use of
carburetor heat or alternate air during ground operation.
5. Inspect the induction tube and hose connections to verify proper installation.
Induction tubes incorporate a “bead” (Figure 6-32) which provides an anchor point
for the induction tube clamps and enhances the seal between the induction tube and
hose. Remove, inspect and install induction system according to instructions in

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Section 17-14 if induction tubes, hoses or clamps are improperly installed or
inspection identifies parts as unserviceable.
a. Visually inspect the induction system clamps for proper fit and positioning.
Clamps should be positioned squarely over the joint between the induction tubes
and hose (Figure 6-32), inboard of the induction tube bead; no part of the end of
the induction tube should be visible with the hose and clamp properly installed.
Loosen the clamps, reposition, and torque to Appendix B specifications, if
necessary. If the clamp will not tighten or remain torqued to Appendix B
specifications, the clamp is unserviceable - replace the clamp.
b. Perform a visual inspection on the induction hoses for proper fit and positioning.
Hoses should be flexible; splits, tears, or cracks are unserviceable conditions.
Replace cracked, split, or torn induction hoses. Hoses should not exhibit "twists"
from misalignment, which can cause stress cracks. Hoses must be positioned
over the induction tubes to secure the induction tube beads within the clamped
portion of the hose.
c. Perform a visual inspection on the induction tubes. Replace tubes exhibiting deep
scratches, dents, cracks, or eroded sealing beads.

Figure 6-32. Induction Tube Bead Location

Figure 6-33. Properly Installed Induction Tube, Hose and Clamps

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6-3.13. Ignition System Inspection
Purpose
Verify the following:
• Magneto housing is free of damage
• Magneto (Continental Motors units only) breaker points are serviceable
• Magneto to engine timing is set properly
• Ignition leads are intact and secure
• Spark plugs are clean, operating properly, and correctly gapped
Frequency
• During 100-hour/Annual inspection
Procedure
WARNING
Turn the Ignition Switch and fuel supply OFF, disconnect
engine electrical power and confirm continuity between the
magneto capacitor and aircraft ground before commencing
maintenance or inspections to avoid uncommanded engine
starts. Do not stand or place equipment within the arc of the
propeller.
1. Ignition Switch................................................. OFF
2. Disconnect the spark plug leads from the upper and lower spark plugs and ground
the leads to the engine.
3. Verify continuity between the magneto capacitors and aircraft ground.
4. Visually inspect the ignition leads for chafing, deterioration and insulation
breakdown. Replace worn or frayed ignition wires.
5. For engines equipped with impulse coupled magnetos, perform an “Impulse
Coupling Functional Check” according to the instructions in Section 6-3.13.1.
6. Remove the spark plugs from each cylinder. Clean and inspect the spark plugs
according to instructions in Section 6-3.8.2. Rotate spark plugs from original
locations during installation.
WARNING
Failure to maintain the magneto, spark plugs and ignition leads
can cause engine damage or failure due to misfire.
7. Perform a “Crankshaft Top Dead Center Alignment” according to instructions in
Section 6-3.8.1.1 to position the crankshaft for magneto replacement.
8. Remove the magnetos from the engine according to instructions in Section 10-5
9. Perform a “Gear Tooth Inspection” on the magneto drive gears and camshaft gear
according to the instruction in Section 15-3.1. If the gear teeth are chipped, broken,
or otherwise damaged, disassemble the engine, remove the camshaft gear according
to instructions in Section 13-6, replace the camshaft gear according to instructions in

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Section 16-8 and perform a “Foreign Object Contamination Inspection” according
to instructions in Section 6-4.6.
CAUTION: Verify the magneto ventilation port is open. If the vent is
clogged, nitrogen gases accumulating in the magneto will cause
rapid degradation of the magneto internal components, leading to
imminent magneto failure.
10. Visually inspect the external surfaces of the magneto for evidence of wear or
corrosion. Replace aftermarket magnetos exhibiting unusual wear or corrosion.
Correct Continental Motors magneto discrepancies according to instructions in the
Magneto Service Manual. Remove the magneto ventilation plug and clean the
opening with a small segment of clean 0.020” safety wire. Install the ventilation
plug and torque to Appendix B specifications.
NOTE: Continental Motors magnetos with riveted impulse couplings
require 100 hour inspections. Refer to the magneto service manual for
details.
11. Perform a 100-Hour inspection on Continental Motors magnetos according to
instructions in the Magneto Service Manual (X42002).
12. Note the magneto drop test results recorded during the “Engine Operational Check”
in Section 6-3.6. If magneto drop or spread during run-up was not within published
limits, inspect, troubleshoot, repair and adjust as required to correct discrepancy.
13. Install the magneto in the accessory case in the approximate orientation from where
it was removed according to instructions in Section 10-5.
14. Check magneto to engine timing according to the “Magneto to Engine Timing”
instructions in Section 6-3.8.1.2. If magneto timing cannot be adjusted:
a. Remove the magneto according to the instructions in Section 10-5, “Magneto
Replacement.”
b. Replace non-Continental Motors magnetos according to the instructions in
Section 10-5, “Magneto Replacement.” Troubleshoot and repair Continental
Motors magnetos according to instructions in the Magneto Service Manual.
15. For engines equipped with a shower of sparks ignition system, perform a “Starting
Vibrator Functional Check” according to instructions in Section 6-3.13.2 after
verification of magneto to engine timing.

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6-3.13.1. Impulse Coupling Functional Check
WARNING
Turn the Ignition Switch OFF and disconnect engine electrical
power before commencing maintenance or inspections.
Confirm continuity between the magneto capacitor and aircraft
ground to prevent accidental engine start during maintenance.
Do not stand or place equipment within the arc of the propeller.
Procedure
1. Mixture Control ............................................... IDLE/CUTOFF
2. Throttle............................................................. CLOSED
3. Fuel Selector Valve .......................................... OFF
4. Master Power Switch ....................................... ON
NOTE: The left magneto features an impulse coupling; the right magneto
must be grounded during engine start.
5. Crank the engine several revolutions using the Start switch (if separate from the
Ignition switch) or Ignition switch (if start function is controlled by the Ignition
switch).
RESULT: Impulse coupling operation is audible and can be felt through the magneto
housing. The “clicking” sound from the impulse couplings should be consistent
while the engine is cranked. If no “clicking” is heard, or the clicking is intermittent,
remove and service the magnetos according to the manufacturer's instructions.
6. Disconnect the aircraft battery according to the airframe manufacturer's instructions.
7. Turn and hold the Ignition Switch in the START position and verify continuity
between the right magneto P-lead and ground. If continuity is not present, repair the
circuit before proceeding.
8. Disconnect the P-leads from each magneto. Verify continuity between both magneto
P-leads and aircraft ground with a multimeter. If either circuit is faulty, repair the
circuit before proceeding.
9. Reconnect the magneto P-leads and place the Ignition Switch in the OFF position.

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6-3.13.2. Starting Vibrator Functional Check
1. Disconnect aircraft electrical power from the starter according to the airframe
manufacturer's instructions.
2. Remove the lower spark plug lead from the No. 1 cylinder. Position the tip of the
spark plug lead 3/16" from engine ground.
3. Master Switch .................................................. ON
CAUTION: The starting vibrator duty cycle is 16.6% or 20/120
seconds; do not engage the starting vibrator for longer than 20
seconds in a two minute period. Exceeding the duty cycle will
overheat the circuit and may damage the starting vibrator.
4. Ignition Switch................................................. START (maximum 20 seconds)
RESULT: A strong blue spark emits from the spark plug lead at a few degrees before
top dead center on the No. cylinder compression stroke. If no spark is observed
before the maximum advanced position, inspect the left magneto main and retard
contact point timing circuit according to the appropriate manufacturer's Magneto
Service Manual.
5. Reconnect the spark plug lead to the No. 1 cylinder lower spark plug.
6. Reconnect aircraft electrical power to the starter according to the airframe
manufacturer's instructions.

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6-3.14. Engine Gauge Inspection
CAUTION: Inaccurate aircraft engine related gauges can cause
operation outside of engine certification and specification limits and
can lead to decreased cylinder life. Aircraft gauge calibration errors
can be particularly harmful for high horsepower engines. Gauges
may require re-marking for modified (STC) engines. Significant
aircraft engine gauge inaccuracies can lead to engine
Purpose
Verify proper gauge operation and ensure reliable condition feedback to the pilot.
Frequency
• During 100-hour/Annual inspection
Procedure
Verify the following indicators are working properly according to the instructions in the
Aircraft Maintenance Manual. Repair or replace faulty components.
• Tachometer
• Manifold pressure gauge
• Fuel flow gauge
• Oil pressure gauge
• Oil temperature gauge
• Cylinder head temperature gauge
• Exhaust gas temperature gauge
NOTE: Verify the accuracy of the EGT indicating system. The aircraft
manufacturer may require EGT reporting be operational for all categories
of flight. Consult the Aircraft Maintenance Manual for interval and
operational requirements. In many cases, EGT calibration is a 100-hour
inspection requirement.

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6-3.15. Fuel System Inspection
Purpose
Engine operation and cooling are directly related to the correct fuel-air ratio. Improper
fuel settings can affect engine performance in terms of both power and throttle response.
Purpose
• Clean the fuel filters (if equipped)
• Check the fuel supply to the carburetor for leaks
Frequency
• During 100-hour/Annual inspection

Procedure
1. Remove, inspect, clean and reinstall the gascolator or fuel filter bowl according to
the airframe manufacturer's instructions.
2. Remove, clean and reinstall the carburetor fuel screen.
a. Place the fuel selector valve in the OFF position.
b. Remove the plug (Figure 6-35) from the female fitting on the left aft side of the
carburetor bowl to reveal the fuel screen.
c. Remove the safety wire and drain plug (Figure 6-34) from the middle of the aft
end of the carburetor; discard the safety wire.
d. Install suitable male fittings and length of hose in the fittings and torque to
Appendix B specifications.
e. Remove, clean, and reinstall the carburetor fuel screen according to the
“Cleaning” instructions in Section 14-1.
f. Route the drain hoses from the carburetor to a suitable waste fuel container.
g. Turn the fuel selector valve to the ON position.
h. Position the throttle to the WIDE OPEN position
i. Flush approximately one quart of fuel (or until the fuel runs clear into the filter
paper) through the carburetor into a paper filter into the waste fuel container.
j. Position the throttle to the CLOSED position.
k. Turn the fuel selector valve to the OFF position.
l. Remove the fittings and hoses from the carburetor drain plugs. Apply a small
amount of anti-seize lubricant to the first two male threads of the plugs and
install the plugs in the carburetor bowl. Torque the plugs to Appendix B
specifications.
3. Inspect fuel lines between the airframe fuel supply and the carburetor for chafing,
wear, or damage. Replace worn, chafed or damaged fuel lines with new fuel lines.
4. Visually inspect all fuel lines for signs of leaks with positive pressure from the fuel
supply by turning the fuel selector valve to the ON position.

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5. At the completion of the leak check, turn the fuel selector valve to the OFF position.

Fuel
Screen
under plug

Figure 6-34. Carburetor Aft View

Safety
Wire

Plug

Figure 6-35. Carburetor Side View

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6-3.16. Engine Control Linkage Inspection
Purpose
To ensure proper operation and to prevent accelerated wear, inspect the engine control
linkage rods for excessive play, which may restrict control travel or damage control levers
or cables.
Frequency
• During 100-hour/Annual inspection
Procedure
1. Inspect the pivot points of levers and linkages for debris, old grease, and oil.
2. Replace worn or corroded linkage and attaching hardware according to the airframe
manufacturer's instructions.
3. Clean pivot point areas thoroughly according to instructions in Chapter 14. After
cleaning, dry each area using compressed air.
4. Unless otherwise specified by the airframe manufacturer's instructions, apply LPS 2,
LOCTITE MaintainTM Lubricant, or equivalent to each pivot point (Figure 6-36)
including the throttle shaft bushings.
5. Consult the airframe manufacturer's and/or their most current published instructions
concerning aircraft engine control cable attach point inspection, cleaning, repair,
installation, and lubrication.
6. Cycle the throttle and mixture controls through full range of motion.
a. Verify each control has full range of travel and the required safeties are in place.
b. Ensure levers and linkages do not bind and control movement is unrestricted by
parts or components in close proximity.

A- Lubricate according to instructions in this manual.

B- Lubricate according to airframe manufacturer’s instructions.

B A
A

A
B

Figure 6-36. Throttle and Mixture Control Lubrication

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6-3.17. Alternator Inspection
Frequency
• During 500-hour inspection
Procedure
1. Remove engine cowling and airframe components necessary to gain access to the
alternator.
2. Remove the alternator according to instructions in Section 10-4.1 Perform the
“Alternator Drive Hub Inspection” in Section 6-3.17.1 on all gear driven alternators.
3. Perform accessory manufacturer’s 500-Hour Alternator inspection.
a. Inspect the Plane Power alternator brushes according to the manufacturer’s
instructions (Section 1-2.2, “Related Publications”); correct any discrepancies
discovered during the inspection.
b. Replace non-Plane Power alternators with a new or rebuilt alternator or an
alternator overhauled according to approved FAA procedures.
4. Install the serviceable alternator according to Section 10-4.2, “Alternator
Installation” after successfully completing the alternator manufacturer's service and
inspection requirements.
5. Perform the instructions in the normal “Engine Start” (Section 7-3.2) and “Ground
Run-up” (Section 7-3.3) to verify alternator operation.
6. Install airframe components and cowling according to the airframe manufacturer's
instructions.

7
10 34 5
11 12
8
6 1
13
9
2

Figure 6-37. Alternator and Drive Coupling

1 Alternator 5 Nut 9 Sleeve 13 Woodruff Key
2 Gasket 6 Slotted Nut 10 Gear
3 Washer 7 Cotter Pin 11 Bushing
4 Lock Washer 8 Alternator Coupling Hub 12 Retainer

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6-3.17.1. Alternator Drive Hub Inspection
NOTE: This procedure only applies to the direct drive alternator. The
alternator drive hub is designed to slip when abnormal torque is required
to rotate the alternator shaft.
Procedure
1. Remove the upper spark plugs according to instructions in Section 6-3.8.2.
2. Perform a “Gear Tooth Inspection” according to instructions in Section 15-3.1 on
the alternator drive hub gear and the crankshaft gear.
a. Rotate the crankshaft 360° in order to inspect the circumference of the crankshaft
gear.
b. Inspect the drive hub gear teeth for damage or missing material. If damage to the
drive hub clutch is suspect, or damage is obvious, perform a “Foreign Object
Contamination Inspection” according to instructions in Section 6-4.6.
NOTE: If the alternator drive hub exhibits damage or missing material,
perform a “Foreign Object Contamination Inspection” according to the
instructions in Section 6-4.6. Remove the foreign material from the
crankcase and perform a visual inspection to determine if surrounding
components were damaged as a result of the component failure.
3. Inspect the alternator drive coupling assembly for shearing or tearing; pay particular
attention to the condition of the bushings (Figure 6-37) (12). Replace worn or
damaged parts observed according to instructions in Section 10-4.1.2, “Alternator
Drive Hub Installation.”
4. Inspect the exterior of the alternator for evidence of oil leakage; Consult the
alternator service instructions for oil seal replacement instructions. If the oil seal
cannot be replaced, replace the alternator according to instructions in Section 10-4.
5. Install the serviceable drive hub on the alternator according to instructions in
Section 10-4.1.2, “Alternator Drive Hub Installation.”
6. Install the upper spark plugs according to instructions in Section 6-3.8.2.

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6-4. Unscheduled Maintenance
6-4.1. Propeller Strike
A propeller strike is any incident (whether or not the engine is operating) in which the
propeller contact a foreign object that 1) results in the necessity to repair the propeller
blade(s) (other than minor blade dressing) or 2)results in loss of engine RPM at the time of
contact. Propeller strikes can cause engine and component damage even if the propeller
continues to rotate. This damage can result in catastrophic engine failure.
WARNING
Do not attempt to dress a propeller blade without consulting
the propeller manufacturer's instructions. Stresses imposed on
the propeller are more concentrated in areas that are nicked
and cut. They may act as stress risers. Stress risers weaken the
blade and can eventually cause the blade to fracture.
In cases where a small foreign object such as a small stone, strikes the propeller during
operation, inspect and repair the propeller according to the propeller manufacturer's
instructions. If foreign object damage requires removal of the propeller for repair(s)
perform the “Propeller Strike Inspection” in Section 6-4.1.1.
6-4.1.1. Propeller Strike Inspection
Procedure
1. Remove the propeller - inspect according to propeller manufacturer's instructions.
2. Disassemble the engine according to instructions in Chapter 12 and Chapter 13.
3. Thoroughly clean the crankshaft according to instruction in Chapter 14; all surfaces,
especially those forward of the front main bearing, must be free of paint, sludge, or
any substance that may mask cracks.
4. Perform a “Magnetic Particle Inspection” on the crankshaft, connecting rods, gears
and remaining steel internal engine parts according to instructions in Section 15-5.
5. Clean the crankcase thoroughly according to instruction in Chapter 14; all surfaces
must be free of paint, sludge, or any substance that may mask reliable inspection.
6. Perform a “Fluorescent Penetrant Inspection” on the crankcase according to
instructions in Section 15-4, paying particular attention to the forward crankcase
bearing support and adjacent structure.
7. Inspect the remainder of the engine according to the instructions in Chapter 15.
8. Perform the aircraft inspections required by the airframe manufacturer.
9. Inspect all engine accessories according to the manufacturer's instructions.
10. Regardless of condition, replace all counterweight pins, bushings, end plates and
snap rings. Replace all connecting rod nuts and bolts, regardless of condition.
11. Assemble the engine according to instructions in Chapter 16 and Chapter 17,
replacing items identified in the Section C-2.3, “100% Parts Replacement
Requirements” and Section C-2.4, “Mandatory Overhaul Replacement Parts.”

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6-4.2. Hydraulic Lock Inspection
Hydraulic lock occurs when fluid accumulates in the induction system or the cylinder
assembly. The fluid restricts piston travel during the compression stroke. Engine damage
occurs when the other cylinders fire, forcing the piston in the fluid filled cylinder through
the compression stroke. Engine damage from hydraulic lock can be extensive due to the
high stresses generated, which can adversely affect connecting rods, pistons, cylinder
assemblies, piston pins, the crankcase, and crankshaft. Hydraulic lock may occur because
of any of the following:
• Improper maintenance of the cylinder fuel drain lines
• Improper starting procedures
• Failure to properly remove preservative oil from an engine returned from storage
WARNING
Do not operate the engine if hydraulic lock is suspected.
1. Remove the engine from the aircraft according to instructions in Section 5-1.
2. Disassemble the engine and remove all cylinders and connecting rods according to
instructions in Chapter 12 and Chapter 13.
3. Perform a “Connecting Rod Magnetic Particle Inspection” according to the
instructions in Section 15-5.1 and “Connecting Rod Dimensional Inspection”
according to Section 15-6.2.1. If all connecting rods pass the inspection criteria,
proceed to step 5, otherwise continue with the step 4.
NOTE: Destroy the stressed parts to prevent future installation.
4. If any connecting rod fails the inspection criteria, disassemble the engine completely
according to Chapter 12 and Chapter 13. Clean the crankcase, cylinders and pistons
according to instructions in Chapter 14. Perform Magnetic Particle, Fluorescent
Penetrant and Ultrasonic Inspections, as appropriate, on the crankshaft, crankcase
and cylinder parts. Perform the dimensional inspections for the crankcase and
crankshaft according to Chapter 15 instructions. Replace any part which fails the
inspection criteria and destroy the faulty part(s).
5. Reassemble the engine according to Chapter 16 and Chapter 17 and perform the
“Post-Overhaul Test and Adjustments” according to instructions in Chapter 18.

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6-4.3. Engine Overspeed Inspections
Operating an engine beyond its capacity can damage the engine and result in subsequent
engine failure. Engine overspeed severity is divided into three categories in Table 6-7:
Table 6-7. Overspeed Categories
Category Engine Speed
Rated Full power RPM to 3000 RPM
CAT I
3000-3300 RPM
CAT II
Over 3300 RPM
CAT III
NOTE: Rated RPM limits for aircraft equipped with digital RPM
measuring equipment may be adjusted to include a +2% deviation for
normal operations. Any operation beyond the rated RPM limit plus the
2% deviation must follow the inspection criteria.
6-4.3.1. Category I Overspeed Inspection
If the duration of the overspeed event is less than ten seconds, no action is required. If the
overspeed event persists longer than 10 seconds, land the plane and perform the following
inspection:
Procedure
1. Drain oil and inspect for debris. Remove the oil filter and inspect the filter element
for debris.
2. Remove the rocker covers and inspect the following for damage or debris:
a. Valves
b. Springs
c. Rocker arms
d. Tappets
e. Spring retainers
f. Pushrods
3. Inspect components using the service limits in Chapter 10; repair and assemble the
engine components according to instructions Chapter 15 through Chapter 18.
4. Check accessory drives for excessive backlash.
5. Service the engine with new oil and oil filter according to instructions in Section 6-
3.7.2.
6. If no discrepancies are noted, repeat step 1 after five hours of accumulated flight.

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6-4.3.2. Category II Overspeed Inspection
If the overspeed event duration is less than ten seconds, no action is required. If the
overspeed event lasts longer than 10 seconds, land the plane and perform the following
inspection:
Procedure
1. Complete Category I inspection and service requirements.
2. Remove all cylinder assemblies, including pistons and rods.
3. Remove all counterweights.
4. Replace all connecting rod nuts and bolts. Inspect remaining components using
service limit tolerances in Chapter 10 and assemble the engine according to
instructions in Chapter 16 and Chapter 17.
6-4.3.3. Category III Overspeed Inspection
Overspeed conditions in this category are considered extreme. Category III overspeed
cases must be evaluated based on factors at the time of the incident. A Customer Service
representative (see “Contact Information”in Section 1-3) will assist in determining
required actions to return the engine to an airworthy service condition.
Procedure
1. Remove the engine and clearly identify the reason for removal:
“Removed for excessive overspeed”
2. Perform a complete engine overhaul. Replace the following without regard to
overhaul inspection limits:
a. connecting rods
b. connecting rod bolts and nuts
c. all valve train components
6-4.4. Lightning Strike Inspection
Procedure
1. Remove the engine according to instructions in Section 5-1.
2. Disassemble the engine according to instructions in Chapter 12 and Chapter 13.
3. Inspect the engine for arcing and heat damage to the crankshaft rod journals, main
journals, camshaft lobes, bearings, gear teeth, and all other hardened surfaces.
Perform a “Magnetic Particle Inspection” according to instructions in Section 15-5
and degauss all steel parts of the engine during the inspection.
4. Perform dimensional inspections on the remaining parts according to Chapter 15
using to the Service Limits in Chapter 10. Replace all non-conforming parts.
5. Reassemble the engine according to instructions in Chapter 15 through Chapter 18.

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6-4.5. Contaminated Fuel System Inspection
Engines described in this manual are certified for operation with 100-LL Blue aviation
fuels. If the fuel tanks are filled with an improper grade of fuel the engine is not operated
with the improper grade of fuel, purge the fuel tanks according to the aircraft maintenance
manual instructions. If the engine is operated with an incorrect grade of aviation fuel or jet
fuel:
Procedure
1. Do not fly the aircraft.
2. Drain and purge the aircraft fuel system according to the aircraft manufacturer's
instructions.
3. Disassemble, clean, and inspect the engine according to instructions in Chapter 12
through Chapter 14. Replace any cylinder, piston, piston pin, connecting rod or
crankshaft exhibiting signs of detonation.
4. Reassemble and test the engine according to instructions in Chapter 15 through
Chapter 18.
6-4.6. Foreign Object Contamination Inspection
Foreign Object Damage (FOD) occurs when material that wasn't included in the original
design contacts (internally or externally) and contaminates the engine. FOD can increase
friction, prohibit normal distance of travel, block oil passages, accelerate wear on contact
surfaces or cause immediate catastrophic failure of components or the entire engine. FOD
may be caused by external elements (i.e. sand, grit or metal shavings) or debris from
fractured internal components such as an improperly torqued fasteners.
WARNING
Exercise strict housekeeping standards when performing
aircraft and engine maintenance. Inventory tools before and
after performing maintenance. When replacing engine parts,
remove all remnants (safety wire, gasket material, o-rings,
fragmented parts, etc.) of the removed part from the engine
before installing the new part.
Procedure
1. Drain the engine oil and remove the oil sump from the crankcase.
2. Conduct a thorough inspection of the oil sump, crankcase, crankshaft, camshaft,
cylinder walls and pistons for the presence of, or damage caused by foreign objects.
a. If damage is discovered or any portion of the foreign material is not accounted
for: disassemble, clean, inspect, repair and assemble the engine according to
instructions in Chapter 12 through Chapter 18 using the service limits in Chapter
10.
CAUTION: Continental Motors recommends engine disassembly
and thorough inspection of the entire engine before assembly and
return to service following a foreign object contamination event.
Minimum inspection requirements are provided in step b if the

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owner/operator determines no foreign material remains in the
engine and elects to not perform a complete inspection. Continental
Motors assumes no responsibility for engine operation or
airworthiness after a contamination event.
b. If 100% of the foreign material is retrieved from the oil sump and no further
material is discovered, clean the sump according to instructions in Chapter 14;
install the oil sump, service the engine oil and return the engine to service.
Perform the next three oil changes at ten hour intervals to confirm lack of foreign
material in the oil.
3. Correct discrepancies discovered during the inspection. Do not return the engine to
service until the contamination is eliminated and appropriate repairs are made to
correct any discrepancies discovered during the inspection.

6-5. Inspection Checklists

Inspection checklists are included as a convenient record of inspection progress and
findings. Using a copy of the form ensures a blank form will be available for the next
scheduled inspection. When an inspection is due, make a copy of the inspection checklist
to record inspection progress and findings while following the steps in the inspection
procedures. The checklists are not designed to replace the procedures; only augment them.
File the completed checklists in the aircraft logbook.

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Table 6-8. Engine Operational Checklist

Date:
Aircraft ID:
Total Engine Time:
Tech Name:
Pressure Altitude:
Outside Air Temp:
Idle RPM Acceleration Wide Open Throttle RPM
OIL OIL OIL OIL Mixture
RPM EGT CHT Smooth? RPM EGT CHT Rise
PRESS TEMP PRESS TEMP

Mixture Adjustments Idle RPM Adjustments

CW CCW CW CCW

Flight Check Data

WOT RPM Pressure Altitude EGT °F CHT °F Oil Pressure (PSI) Oil Temp °F

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Table 6-9. 25-Hour Initial Operation Inspection Checklist

Engine Model Number: ___________________ Engine Serial Number: _________________
Total Time Engine Has Been in Service: _______________
Time Since Major Overhaul (TSMOH) __________________ Engine in Storage? ________
Date Inspection Performed: ________ Inspection Performed by:_____________________
Complete the 25-hour inspection according to the instructions referenced in the table, heeding all warnings,
cautions and notes. Initial the block beside the procedure upon completion. Note discrepancies in the Inspector
Comments or Remarks sections.

Inspection Item Initials Inspector Comments

“Visual Inspection” (Section 6-3.5)
Check Oil Consumption (Section 6-3.1)
Collect an oil sample and submit to laboratory for
spectrographic analysis. (Section 6-3.7.4 and
Section 6-3.7.5)
“Induction System Inspection” (Section 6-3.12)
Change Engine Oil and Filter (Section 6-3.7.2)
Engine Run (Section 7-3.2)
•Idle RPM:
•Idle Mixture Cutoff Rise
•Acceleration
Remarks:

Approval Block:
Checklist Page 1 of 1

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Table 6-10. 50-Hour Engine Inspection Checklist

Engine Model Number: ___________________ Engine Serial Number: _________________
Total Time Engine Has Been in Service: _______________
Time Since Major Overhaul (TSMOH) __________________ Engine in Storage? ________
Date Inspection Performed: ________ Inspection Performed by:_____________________
Complete the 50-hour inspection according to the instructions referenced in the table, heeding all warnings,
cautions and notes. Initial the block beside the procedure upon completion. Note discrepancies in the Inspector
Comments or Remarks sections.

Inspection Item Initials Inspector Comments

Oil Consumption and Trend Monitoring
Oil Analysis Profile Established? (Section 6-3.7.5)
Oil Analysis Laboratory used?
Date of last oil sample analysis:
Silicone content of last sample:
Oil consumption quantity noted during oil change:
Is oil consumption excessive?  Yes  No

“Visual Inspection” (Section 6-3.5)

Oil and Filter Change (Section 6-3.7.2)
“Induction System Inspection” (Section 6-3.12)
Engine Run (Section 7-3.2)
•Idle RPM:
•Idle Mixture Cutoff Rise
•Acceleration
Remarks:

Approval Block:

Checklist Page 1 of 1

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Intentionally Left Blank

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Table 6-11. 100-Hour Engine Inspection Checklist
Engine Model Number: ___________________ Engine Serial Number: _________________
Total Time Engine Has Been in Service: _______________
Time Since Major Overhaul (TSMOH) __________________ Engine in Storage? ________
Date Inspection Performed: ________ Inspection Performed by:_____________________
Complete the 100-hour inspection according to the instructions referenced in the table, heeding all warnings,
cautions and notes. Initial the block beside the procedure upon completion. Note discrepancies in the Inspector
Comments or Remarks sections.

Inspection Item Initials Inspector Comments

Engine Operational Check(Section 6-3.6)

Oil Consumption and Trend Monitoring

Oil Analysis Profile Established? (Section 6-3.7.5)
Oil Analysis Laboratory used?
Date of last oil sample analysis:
Silicone content of last sample:
Oil consumption quantity noted during oil change:
Is oil consumption excessive?  Yes  No

“Visual Inspection” (Section 6-3.5)

Accessory Mounting and Security Inspection (Step 13 in
Section 6-3.3)
“Cylinder Inspections”(Section 6-3.9) using the Cylinder
Inspection Checklist (Table 6-13 on page 77)
“Crankcase Inspection”(Section 6-3.10)
“Engine Mount Inspection” (Section 6-3.11)
“Induction System Inspection” (Section 6-3.12)
“Ignition System Inspection” (Section 6-3.13)
“Engine Gauge Inspection” (Section 6-3.14)
“Fuel System Inspection” (Section 6-3.15)
“Engine Control Linkage Inspection” (Section 6-3.16)
Oil and Filter Change (Section 6-3.7.2)
Engine Operational Check (Section 6-3.6)

Page 1 of 2

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Table 6-11. 100-Hour Engine Inspection Checklist
Engine Model Number: ___________________ Engine Serial Number: _________________
Total Time Engine Has Been in Service: _______________
Time Since Major Overhaul (TSMOH) __________________ Engine in Storage? ________
Date Inspection Performed: ________ Inspection Performed by:_____________________
Remarks:

Approval Block:

Checklist Page 2 of 2

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Table 6-12. 500-Hour Engine Inspection Checklist
Engine Model Number: ___________________ Engine Serial Number: _________________
Total Time Engine Has Been in Service: _______________
Time Since Major Overhaul (TSMOH) __________________ Engine in Storage? ________
Date Inspection Performed: ________ Inspection Performed by:_____________________
Complete the 500-hour inspection according to the instructions referenced in the table, heeding all warnings,
cautions and notes. Initial the block beside the procedure upon completion. Note discrepancies in the Inspector
Comments or Remarks sections.

Inspection Item Initials Inspector Comments

Engine Operational Check(Section 6-3.6)

Oil Consumption and Trend Monitoring

Oil Analysis Profile Established? (Section 6-3.7.5)
Oil Analysis Laboratory used?
Date of last oil sample analysis:
Silicone content of last sample:
Oil consumption quantity noted during oil change:
Is oil consumption excessive?  Yes  No

“Visual Inspection” (Section 6-3.5)

Accessory Mounting and Security Inspection (Step 13
in Section 6-3.3)
Paper Induction Filter Replacement (Section 6-3.4)
“Cylinder Inspections”(Section 6-3.9) using the
“Cylinder Inspection Checklist” (Table 6-13)
“Crankcase Inspection”(Section 6-3.10)
“Engine Mount Inspection” (Section 6-3.11)
“Induction System Inspection” (Section 6-3.12)
“Ignition System Inspection” (Section 6-3.13)
500-Hour (Continental Motors Magneto) Inspection or
(non-Continental Motors) magneto replacement
(Section 6-3.13)
“Engine Gauge Inspection” (Section 6-3.14)
“Fuel System Inspection” (Section 6-3.15)
“Engine Control Linkage Inspection” (Section 6-3.16)
“Alternator Inspection” (Section 6-3.17)
Oil and Filter Change (Section 6-3.7.2)
Engine Operational Check (Section 6-3.6)

Page 1 of 2

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Table 6-12. 500-Hour Engine Inspection Checklist
Engine Model Number: ___________________ Engine Serial Number: _________________
Total Time Engine Has Been in Service: _______________
Time Since Major Overhaul (TSMOH) __________________ Engine in Storage? ________
Date Inspection Performed: ________ Inspection Performed by:_____________________
Remarks:

Approval Block:

Checklist Page 2 of 2

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Table 6-13. Cylinder Inspection Checklist
Engine Model Number: ___________________ Engine Serial Number: _________________
Total Time Engine Has Been in Service: _______________
Time Since Major Overhaul (TSMOH) __________________ Engine in Storage? ________
Date Inspection Performed: ________ Inspection Performed by:_____________________
Complete the 500-hour inspection according to the instructions referenced in the table, heeding all warnings,
cautions and notes. Initial the block beside the procedure upon completion. Note discrepancies in the Inspector
Comments or Remarks sections.
Complete a visual inspection of the cylinder exterior and
power stroke areas for signs of cracks, leaks, rust or
pitting (Section 6-3.9.1).
Cylinders
1 2 3 4

   
Complete a visual inspection of the cylinder head barrel,
fins, ports and bosses for evidence of fuel oil or soot
(Section 6-3.9.1)
Cylinders
1 2 3 4

   
Inspect the cylinder to crankcase mounting deck for
visible signs of RTV sealant (Section 6-3.9.4).
Cylinders
1 2 3 4

   
Differential Pressure Check (Section 6-3.9.2)
Baseline Master Orifice Reading Calibration:
Cylinders
1 2 3 4

NOTES:

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Engine Inspection and Service
Table 6-13. Cylinder Inspection Checklist
Engine Model Number: ___________________ Engine Serial Number: _________________
Total Time Engine Has Been in Service: _______________
Time Since Major Overhaul (TSMOH) __________________ Engine in Storage? ________
Date Inspection Performed: ________ Inspection Performed by:_____________________
Cylinder Borescope Findings (Section 6-3.9.3)
Place a check mark in the column of any cylinder exhibiting the characteristics described in the left column.
Condition 1 2 3 4
Normal Wear.
   
Light Rust (acceptable in absence of excessive oil
consumption or leaks)    
Small areas of heavy rust (less than ½ inch diameter)
   
Heavy rust (greater than ½ inch)
   
Pitting of on cylinder wall.
   
Heavy wear
   
Scoring
   
Static seal leakage
   
Other discrepancies
   
Cylinder Inspection Summary
Place a check mark in the column of any cylinder exhibiting the characteristics described in the left column.
Cylinders exhibiting the following characteristics must be removed and repaired or replaced according to the
instructions in Section 10-7, “Engine Cylinder Maintenance.”
Condition 1 2 3 4
Heavy rust, characterized by pitting of the cylinder wall
   
Scoring or scratches in the honed surface of the
cylinder wall (or bore)    
Blistered paint on the cylinder barrel/other evidence of
excessive wear and internal heat    
Cylinder subjected to overheating/ detonation/piston
scoring or piston pin damage to the cylinder bore.    
Cylinder with radial fin crack extending to root of fin
   
Page 2 of 3

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 Engine Inspection and Service
Table 6-13. Cylinder Inspection Checklist
Engine Model Number: ___________________ Engine Serial Number: _________________
Total Time Engine Has Been in Service: _______________
Time Since Major Overhaul (TSMOH) __________________ Engine in Storage? ________
Date Inspection Performed: ________ Inspection Performed by:_____________________
Cylinder with barrel fin crack
   
Cylinder head turned in relation to barrel flange
   
Heavy bore wear
   
Cylinder leaks
   
Low differential pressure/ excessive oil consumption
   
Static seal leakage/head to barrel leakage, or crack in
head or barrel    
Inspection Follow-up
Check all column(s) that apply to the scope of inspection and repair.

Condition 1 2 3 4
Cylinder passed inspection
   
Repaired Cylinder
   
Replaced Cylinder
   
Remarks:

Approval Block:
Page 3 of 3

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Intentionally Left BlankIntentionally Left Blank

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Chapter 7. Engine Operation
7-1. Introduction
CAUTION: This section pertains to engine operations under various
operating conditions. Normal operations are presented first,
followed by emergency and abnormal operating conditions. The pilot
must read and thoroughly understand Section 6-4 and Section 6-5 of
the Engine Operating Instructions in the Engine Installation and
Operation Manual (OI-2) prior to the occurrence of such conditions.
Whenever abnormal conditions arise, timely response is critical.
This chapter contains the O-200 engine ground operating instructions to facilitate
maintenance personnel during:
• Normal Engine Operation
• Engine Operation in Abnormal Environments

7-2. Flight Prerequisites

If the engine is newly installed and/or has been repaired/overhauled, perform the
sequential tasks listed in the “Engine Operational Check” instructions in Section 6-3.6
prior to releasing the engine for normal operation.
WARNING
The “Engine Operational Check” in Section 6-3.6 must be
completed on an engine that has been installed, inspected,
repaired, or overhauled before the aircraft can be released for
normal operation.
DO NOT FLY THE AIRCRAFT UNTIL ALL FLIGHT
PREREQUISITES HAVE BEEN MET.
NOTE: Environmental conditions (humidity), seasonal changes, and
engine usage influence susceptibility to corrosion. Engines that are flown
occasionally (less than one time per week) are more vulnerable to
corrosion under these conditions. The best method of reducing the risk of
corrosion is to fly the aircraft weekly for at least one hour. The owner/
operator is ultimately responsible for recognizing corrosion and taking
appropriate corrective action.
After successful completion of the Engine Operational Check, perform a Flight Check
according to instructions in Section 7-2.3.
7-2.1. Oil Change Interval
NOTE: After the first 25 hours of operation, perform an oil change
according to the “Engine Oil Servicing”instructions in Section 6-3.7.
The Oil Change Interval is specified in Table 6-1, “Engine Inspection and Maintenance
Schedule.”

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7-2.2. Engine Fuel Requirements
WARNING
The engine is certified for operation with 100-LL aviation fuel.
If the minimum fuel grade is not available, use the next higher
grade. Never use a lower grade fuel. The use of lower octane
fuel may result in damage to, or destruction of, an engine the
first time high power is applied.
If the aircraft is inadvertently serviced with the incorrect grade of aviation fuel or jet fuel,
the fuel system must be completely drained and the fuel tanks serviced in accordance with
the aircraft manufacturer's recommendations. After the fuel system is decontaminated,
inspect the engine according to the “Contaminated Fuel System Inspection” instructions in
Section 6-4.5.
7-2.3. Flight Check and Break-In
New and factory rebuilt Continental Motors engines are calibrated in a test cell prior to
shipment. A flight check ensures the engine meets operational and performance
specifications after installation in the airframe, prior to release for normal service. The
recommended break-in period for Continental Motors engines is 25 hours. Adhere to the
following instructions and the “Engine Specifications” in Section 2-3 applicable to your
engine model.
Perform an “Engine Operational Check” according to instructions in Section 6-3.6 and a
normal preflight ground run-up in accordance with the Airplane Flight Manual or Pilot's
Operating Handbook (AFM/POH) before the A&P mechanic can approve the airplane for
a Flight Check. Perform a Flight Check according to instructions in Section 7-2.3.2 after
engine installation, inspection, repairs, or adjustments. Follow the protocol specified in
Section 7-2.3.1 to complete the recommended 25 hour engine break-in period.
WARNING
Avoid long descents at high engine RPM to prevent undesirable
engine cooling. If power must be reduced for long periods,
adjust the propeller to minimum governing RPM, if equipped,
to obtain desired performance levels. If outside air temperature
is extremely cold, it may be desirable to increase drag to
maintain engine power without gaining excess airspeed. Do not
permit cylinder head temperature to drop below 300°F (149°C).
CAUTION: High power ground operation resulting in cylinder and
oil temperatures exceeding normal operating limits can be
detrimental to cylinders, pistons, valves, and rings.

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7-2.3.1. Engine Break-In
Operate the engine within the limits specified in the “Engine Specifications” in Section 2-
3 at all times for twenty-five hours to complete the recommended break-in period.
Descend at low cruise power settings. Avoid long descents or descents with cruise power
RPM and manifold pressure below 18 inches Hg. If necessary, reduce engine RPM to the
bottom of the specified operating range to maintain sufficient manifold pressure. Carefully
monitor engine instrumentation to maintain levels above the minimum specified cylinder
head temperature and oil temperature.
1. Conduct a normal engine start, ground run-up and take-off according to the AFM/
POH.
2. Monitor a) engine RPM, b) fuel flow, c) oil pressure and temperature, d) cylinder
head temperature and e) exhaust gas temperature to ensure the engine does not
exceed the parameters in Section 2-3.
3. Reduce engine speed to climb power according to the AFM/POH instructions.
maintain a shallow climb attitude to achieve optimum airspeed and cooling airflow.
4. At cruise altitude:
NOTE: Best power mixture setting is 100°-150°F rich of peak exhaust
gas temperature. Adjust engine controls or aircraft attitude to maintain
indicated engine operation within specifications.
a. Maintain level flight cruise at 75% power with best power or richer mixture for
the first hour of operation.
b. For the second and subsequent hours of flight, alternate cruise power settings
between 65% and 75% power with appropriate best power mixture settings.
WARNING
Avoid long descents at high engine RPM to prevent undesirable
engine cooling. If power must be reduced for long periods,
adjust the propeller to minimum governing RPM, if equipped,
to obtain desired performance levels. If outside air temperature
is extremely cold, it may be desirable to increase drag to
maintain engine power without gaining excess airspeed. Do not
permit cylinder head temperature to drop below 300°F (149°C).
5. Descend at low power cruise settings. Avoid long descents or descents at cruise
power RPM with manifold pressure below 18 in. Hg. If necessary, reduce engine
RPM to the lower limit of the operating range to maintain sufficient manifold
pressure. Carefully monitor engine instrumentation to maintain levels above the
minimum specified cylinder head temperature and oil temperature.

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7-2.3.2. Flight Check
1. Conduct a normal engine start, ground run-up and take-off according to the AFM/
POH.
2. Monitor the following engine instrument panel indications: a) engine RPM, b) fuel
flow, c) oil pressure and temperature, d) cylinder head temperature and e) exhaust
gas temperature.
3. If the engine fails to reach the rated full throttle RPM during ground operations,
ascend to cruise altitude (>2000' above field elevation) and verify the engine
achieves full throttle, full rich, rated RPM at cruise altitude and operates within the
limits specified in Section 2-3; If full power, rated RPM is achieved, proceed to step
4. If the aircraft indicated values fail to meet the published limits, repeat the Engine
Operational Check and Flight Check.
WARNING
All abnormal conditions must be corrected prior to releasing
the aircraft for normal operation.
4. Release the engine to normal service.

7-3. Normal Operation

Information in this section is extracted from the Engine Installation Manual (OI-2) for the
convenience of maintenance personnel. Adhere to the aircraft AFM/POH operating
procedures aircraft flight operating instructions.
WARNING
Before flying the aircraft, ensure all “Flight Prerequisites” in
Section 7-2 have been completed, in addition to the aircraft
manufacturer's instructions found in the AFM/POH.
Operation of a malfunctioning engine can result in additional
damage to the engine, bodily injury or death.
Supplemental instructions for normal operation in this section are:
• Pre-operational Requirements
• Engine Start
• Ground Run-up
• Engine Shutdown

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7-3.1. Pre-operational Requirements
1. Check the oil level, and verify the quantity is with specified limits.
2. Verify oil fill cap and gauge rod are secure.
3. Drain the fuel sumps and strainers according to the airframe manufacturer's
recommendations into a clean container. If water or foreign matter is noted in the
drained fuel, continue to drain until only clean fuel flows from the drains
4. Check the fuel system according to the Airplane Flight Manual (AFM) / Pilot's
Operating Handbook (POH) and verify compliance with Section 7-2.2, “Engine
Fuel Requirements.”
5. Check propeller and propeller hub for cracks, oil leaks, and security.
6. Check engine nacelle for signs of damage, leaks, and debris. Verify the engine
cowling is securely fastened.
7. Verify all baffles and baffle seals are installed, correctly positioned, and serviceable.
8. Ensure engine controls operate freely through their full range of travel and are
properly adjusted in accordance with airframe manufacturer's instructions.

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7-3.2. Engine Start
Refer to the aircraft POH for detailed engine starting procedures. Complete Section 7-3.1,
“Pre-operational Requirements” prior to engine start. Be familiar with the quantity and
location of the engine fuel system drains.
WARNING
Do not attempt to start an engine with an over-primed or
flooded induction system. Starting an engine with a flooded
induction system can result in hydraulic lock and subsequent
engine malfunction or failure. Allow excess fuel to drain from
the intake manifold and/or cylinder prior to attempting to start
the engine.
When starting the engine, ensure the battery is completely charged, especially in sub-
freezing temperatures.
CAUTION: Attempting to start an engine with a partially discharged
aircraft battery may result in damage to the starter relay or possible
engine kick-back resulting in a broken starter adapter clutch spring.
Verify the tasks listed in Table 7-2, “Flight Prerequisites,” have been completed in
addition to those required by the aircraft POH, aircraft manufacturer, or Supplemental
Type Certificate (STC) holder. Note the following:
• If the engine is being started in extreme cold, preheating may be required. Refer to
Section 7-4.1, “Engine Operation in Extreme Cold.”
• If the engine is started in hot weather, refer to Section 7-4.2, “Engine Operation in Hot
Weather.”
• If the engine is being started at high altitude, refer to Section 7-4.3, “Ground Operation
at High Density Altitude.”
WARNING
Ensure the propeller arc is clear of personnel and obstructions
before starting the engine.
NOTE: Check oil pressure frequently. Oil pressure indication must be
noted within 30 seconds in normal weather. If no oil pressure is observed,
stop the engine and investigate the cause.
1. Propeller........................................................... Clear
2. Master Switch .................................................. ON
3. Ignition Switch................................................. BOTH
4. Mixture Control ............................................... FULL RICH
5. Fuel Selector Valve .......................................... ON or Fullest Tank
6. Throttle............................................................. FULL OPEN
NOTE: The amount of prime required depends on engine temperature.
Familiarity and practice will enable to operator to accurately estimate the

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 Engine Operation
amount of prime to use. If the engine is hot, do not prime before starting.
After priming, turn the primer handle to the “LOCKED” position to
prevent the engine from drawing fuel from the primer.
7. Prime (if equipped) .......................................... Operate 3-5 strokes
8. Throttle............................................................. Open approximately one (1) inch
WARNING
Ensure the propeller plane of rotation is clear before engaging
the starter.
CAUTION: Release starter switch as soon as engine fires. Never
engage the starter while the propeller is still turning. Do not engage
the starter for longer than 10 seconds. Allow 20 seconds for the
starter to cool after each engagement. If engine start is unsuccessful
after six attempts, release the starter switch and allow the starter
motor to cool for 30 minutes before another starting attempt is made.
9. Ignition Switch................................................. START
NOTE: Check oil pressure frequently. Oil pressure indication must be
noted within 30 seconds in normal weather. If no pressure is observed,
stop the engine and investigate the cause.
10. Oil Pressure ...................................................... Check
RESULT: Engine starts and runs smoothly at idle; indicated oil pressure is greater
than 10 psi. If the engine fails to start, refer to the troubleshooting instructions in
Section 8.

7-3.2.1. Cold Start

Follow the AFM/POH instructions, using the same procedure as for a normal start.
7-3.2.2. Flooded Engine
If prolonged starting occurs, verify fuel. Do not attempt further starting until excess fuel
has drained from the engine. Hydraulic lock may be a cause of engine starting problems.
Hydraulic lock is a condition where fluid accumulates in the Induction System or the
cylinder assembly.
WARNING
Do not operate the engine if hydraulic lock is suspected. Engine
damage may occur. Perform a “Hydraulic Lock Inspection”
according to instructions in Section 6-4.2. If no fuel drainage is
observed, discontinue starting attempts until the cause is
determined.

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7-3.2.3. Hot Start
NOTE: For several minutes after stopping a hot engine, heat soaked
components, (especially the fuel pump, if equipped) may cause fuel
vaporization resulting in restarting difficulties.
To reduce difficulty, supplement the AFM/POH normal starting instructions with the
following steps:
1. Fuel Selector Valve ......................................... ON
2. Throttle............................................................. CLOSED
3. Mixture Control: .............................................. IDLE CUT OFF
4. Allow fuel to drain from intake prior to engine start; follow AFM/POH starting
instructions.
7-3.3. Ground Run-up
CAUTION: DO NOT operate the engine at run-up speed unless the
oil temperature is at least 75°F (24°C) and the oil pressure is within
the 30-60 psi range. Operating the engine above idle before reaching
minimum oil temperature may cause a loss of oil pressure and
engine damage. Avoid prolonged engine operation at low RPM to
prevent spark plug fouling.
1. Maneuver aircraft nose into wind
2. Throttle............................................................. IDLE
3. Mixture............................................................. FULL RICH
4. Throttle............................................................. 900-1000 RPM
5. Maintain engine RPM between 900 and 1000 RPM for at least one minute or until
engine oil temperature exceeds 75°F (24°C).
WARNING
Absence of RPM drop during the magneto check may be an
indication of a faulty ignition circuit resulting in a condition
known as “Hot Magneto.” Should the propeller be turned by
hand, the engine may inadvertently start and cause personal
injury or death. This condition must be corrected prior to
continued aircraft operation.
CAUTION: Do not underestimate the importance of the magneto
check. When operating on single ignition, some RPM drop should be
noted. Normal indications are 25-75 RPM drop and slight engine
roughness as each magneto is switched off. RPM drop exceeding 150
RPM may indicate a faulty magneto or fouled spark plugs.
NOTE: If the engine runs roughly after single magneto operation,
increase engine speed to 2200 RPM in the BOTH position and lean the
mixture control until the RPM peaks for ten seconds before returning to

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 Engine Operation
the full rich position to clear the spark plugs and smooth operation before
returning to single magneto operation.
Limit ground operation to time necessary to complete engine warm-up and pre-flight
checkout.
6. Throttle............................................................. 1700 RPM
a. Magneto Checkout
1) Ignition Switch...................................... R
RESULT: Noticeable RPM (not to exceed 150 RPM) drop and slight engine
roughness; record Left Magneto channel drop results. Maximum allowable
RPM drop spread between magneto channels is 75 RPM.
2) Ignition Switch...................................... BOTH
RESULT: Engine speed returns to normal. Allow Ignition switch to remain in
BOTH for approximately 30 seconds to clear engine.
3) Ignition Switch...................................... L
RESULT: Noticeable RPM (not to exceed 150 RPM) drop and slight engine
roughness. The difference between magnetos individual operation should not
exceed 75 RPM. Maximum RPM drop for either magneto is 150 RPM.
Observe engine smoothness during magneto switching.
CAUTION: Do not operate the engine at speeds in excess of 2000
RPM longer than necessary to complete ground checks. Proper
engine cooling depends upon forward motion of aircraft.
Discontinue testing if temperature or pressure limits are
approached.
b. Minor spark plug fowling can be cleared as follows:
1) Ignition Switch...................................... BOTH
2) Throttle.................................................. 2200 RPM
3) Mixture Control..................................... lean until RPM peaks for 10 seconds.
4) Mixture Control..................................... FULL RICH
7. Throttle............................................................. 1200 RPM
7-3.4. Engine Shutdown
Supplement the AFM/POH engine shutdown procedures with the following:
1. Throttle............................................................. 1700 RPM
WARNING
Absence of RPM drop during the magneto check may be an
indication of a faulty ignition circuit resulting in a condition
known as “Hot Magneto.” Should the propeller be turned by
hand, the engine may inadvertently start and cause personal
injury or death. This condition must be corrected prior to
continued aircraft operation.

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CAUTION: When operating on single ignition, some RPM drop
should be noted. Normal indications are up to 150 RPM drop and
slight engine roughness as each magneto is switched off. RPM drop
in excess of 150 RPM may indicate a faulty magneto or fouled spark
plugs. Avoid prolonged single magneto operation to preclude spark
plug fouling.
NOTE: The difference between magnetos individual operation should not
exceed 50 RPM. Maximum RPM drop for either magneto is 150 RPM.
Observe engine smoothness during magneto switching.
NOTE: If the engine runs roughly after single magneto operation,
increase engine speed to 2200 RPM in the BOTH position and lean the
mixture control until the RPM peaks for ten seconds before returning to
the full rich position to clear the spark plugs and restore smooth operation
before returning to single magneto operation.
2. Ignition Switch................................................. R
RESULT: Noticeable RPM (not to exceed 150 RPM) drop and slight engine
roughness. Maximum allowable RPM drop spread between magneto channels is 75
RPM.
3. Ignition Switch................................................. BOTH
RESULT: Engine speed returns to normal. Allow Ignition switch to remain in
BOTH for approximately 30 seconds to clear engine.
4. Ignition Switch................................................. L
RESULT: Noticeable RPM (not to exceed 150 RPM) drop and slight engine
roughness. Maximum allowable RPM drop spread between magneto channels is 75
RPM.
5. Ignition Switch................................................. BOTH
6. Throttle............................................................. IDLE
7. Mixture Control ............................................... IDLE CUTOFF

Wait for the propeller to stop...
WARNING
Do not turn the propeller by hand while the Ignition Switch is
in the BOTH, LEFT or RIGHT positions. Do not turn the
propeller on a hot engine even if the Ignition Switch is in the
OFF position. The engine could kick back as a result of auto-
ignition caused by a small amount of fuel remaining in the
cylinders. Auto-ignition could restart the engine and cause
serious bodily injury or death.
8. Ignition Switch................................................. OFF
9. Fuel Selector Valve .......................................... OFF

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 Engine Operation
7-4. Engine Operation in Abnormal Environments
The anticipated types of abnormal environments are:
• Extreme cold weather
• Extreme hot weather
• High density altitude ground operation
7-4.1. Engine Operation in Extreme Cold
Engine starting during extreme cold weather is generally more difficult. Cold soaking
causes the oil to become thicker (more viscous), making it difficult for the starter to crank
the engine which results in slow cranking speeds and an abnormal drain on the battery
capacity. At low temperatures, aviation gasoline does not vaporize readily, further
complicating the starting procedure.
WARNING
Over priming can cause a flooded intake resulting in a
“hydraulic lock” event and subsequent engine malfunction or
failure. If you over-prime (flood) the engine, make certain that
excess fuel has drained from the intake manifold and/or
cylinder prior to attempting engine start.
CAUTION: Use an external power source when attempting to start
aircraft engine in cold weather. Attempting to start an engine with a
partially discharged aircraft battery may result in damage to the
starter relay or possible engine kick-back resulting in a broken
starter adapter clutch spring
False starting (failure to continue running after starting) often results in condensation on
spark plug electrodes. This moisture can freeze and must be eliminated either by
preheating the engine or removing and cleaning the spark plugs.
Engine preheating and an auxiliary power unit (APU) are required to facilitate engine
starting when the engine has been exposed to temperatures below 20ºF (-7°C) for more
than two hours. Refer to Section 7-4.1.1 and the AFM/POH for specific instructions. At
ambient temperatures between 20º and 40ºF (-7º and 4ºC), refer to Section 7-4.1.1.3.
WARNING
Failure to properly preheat a cold-soaked engine may result in
oil congealing within the engine, oil hoses, and oil cooler with
subsequent loss of oil flow, possible internal damage to the
engine, and subsequent engine failure.
Superficial application of preheat to a cold soaked engine can
cause damage to the engine. An inadequate application of
preheat may warm the engine enough to permit starting but
will not decongeal oil in the sump, lines, cooler, filter, etc.
Congealed oil in these areas require considerable preheat. The
engine may start and appear to run satisfactorily, but can be
damaged from lack of lubrication due to the congealed oil

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Engine Operation
blocking proper oil flow through the engine. The amount of
damage will vary and may not become evident for many hours.
However, the engine may be severely damaged and may fail
shortly after application of high power.
Prior to operation and/or storage in cold weather, ensure the engine is serviced with the
correct viscosity oil for the ambient air temperature. In the event of temporary cold
weather operation, store the aircraft in a heated hangar between flights. Service the oil
sump as required with the specified oil grade according to the “Engine Oil Servicing”
instructions in Section 6-3.7.
7-4.1.1. Engine Preheating
CAUTION: Proper engine preheating procedures require thorough
application of preheat to all parts of the engine. Apply hot air
directly to the oil sump and external oil lines as well as the cylinders,
air intake, and oil cooler. Because excessively hot air can damage
non-metallic components such as seals, hoses, and drive belts, do not
attempt to hasten the preheat process.
The preferred method of preheating is to place the aircraft in a heated hangar for a
minimum of four hours prior to flight. Optional preheating methods are:
• A high volume combustion heater with ducts directed to the engine oil sump, cylin-
ders, and oil cooler; refer to Section 7-4.1.1.1.
OR
• An engine mounted preheating system; refer to Section 7-4.1.1.2.

7-4.1.1.1. Engine Preheat with a Combustion Heater

If a heated hangar is not available and the aircraft and engine have been exposed to
temperatures below 20ºF (-7ºC) for two hours or more, without an engine mounted
preheating system, use the following method:
1. Select a high-volume air heater.
NOTE: Small electric heaters inserted in the cowling opening do not
appreciably warm the oil and may result in superficial preheating.
2. Preheat all engine parts. Apply preheated air directly to the listed parts for at least 30
minutes:
a. Oil sump
b. Oil filter
c. External oil lines
d. Oil cooler
e. Cylinder assemblies
f. Air intake

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3. Periodically feel the top of the engine for warmth. Apply heat directly to the
induction tubes and cylinders will promote vaporization and ease starting.
Alternately heat the sump and engine cylinders until engine start.
4. Start the engine immediately after completion of the preheating process. Since the
engine will be warm, follow the normal start instructions in Section 7-3.2.
CAUTION: If oil pressure is not indicated within 30 seconds, shut
down the engine and determine the cause. Operating the engine
without oil pressure may result in engine damage.

Do not close the cowl flaps in an attempt to hasten engine warm-up.
5. Operate the engine at 1000 RPM until some oil temperature is indicated.
a. Monitor the oil pressure closely. If necessary, retard the throttle to maintain oil
pressure below 100 psi. If oil pressure is less than 30 psi, or cannot be maintained
below 100 psi, shut the engine down and repeat the preheat process. Do not close
the cowl flaps to facilitate engine warm-up.
b. Monitor the oil temperature until it reaches at least 75°F (24°C).
CAUTION: DO NOT operate the engine at run-up speed unless the
oil temperature is at least 75°F (24°C) and the oil pressure is within
the 30-60 psi range. Operating the engine above idle before reaching
minimum oil temperature may cause a loss of oil pressure and
engine damage.
6. Run the engine up to 1700 RPM; in 100 RPM increments to prevent oil pressure
from exceeding 100 psi.
WARNING
Operating the engine above 1700 RPM before reaching the
minimum oil temperature may result in engine malfunction,
engine failure, injury or death.
CAUTION: Continually monitor oil pressure during run up.
7. When oil temperature has reached 75°F (24°C) and oil pressure does not exceed 60
psi at 2500 RPM, the engine has been warmed sufficiently to accept full rated
power.
7-4.1.1.2. Engine Preheat with an Engine-Mounted Preheater
WARNING
Do not leave an engine-mounted pre-heater system on for more
than 24 hours prior to flight. Continuous operation of engine-
mounted preheater systems may result in aggressive internal
engine corrosion.
If a heated hangar is not available and the aircraft and engine have been exposed to
temperatures below 20ºF (-7ºC) for two hours or more and has an engine-mounted
preheating system the following procedure may be used.

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Engine Operation
Engine mounted preheating systems should include individual cylinder head heater
thermocouples, oil sump heater pad and crankcase heater pad. The use of a nacelle blanket
will increase the effectiveness of engine preheating.
1. Follow the preheating system's manufacturer's installation and operation
instructions.
2. Begin preheating of the engine at least five hours prior to expected departure. Do not
operate an engine preheating system continuously for more than 24 hours.
NOTE: The use of an approved thermal blanket or cover will help reduce
the effects of wind and cold air circulation when the aircraft is not stored
in a hangar. The preheating system manufacturer should have thermal
blankets available.
3. Start the engine immediately after completion of the preheating process using the
normal start procedure in Section 7-3.2.
CAUTION: If oil pressure is not indicated within 30 seconds, shut
down the engine and determine the cause. Operating the engine
without oil pressure may result in engine damage.
Do not close the cowl flaps in an attempt to hasten engine warm-up.
4. Operate the engine at 1000 RPM until some oil temperature is indicated.
a. Monitor the oil pressure closely. If necessary, retard the throttle to maintain oil
pressure below 100 psi. If oil pressure is less than 30 psi, or cannot be maintained
below 100 psi, shut the engine down and repeat the preheat process. Do not close
the cowl flaps to facilitate engine warm-up.
b. Monitor the oil temperature until it reaches at least 75°F (24°C).
CAUTION: Do not operate the engine at speeds above 1700 RPM
unless the oil temperature is at least 75°F (24°C) and the oil
pressure is between 30 to 60 psi.
5. Run the engine up to 1700 RPM; approach this RPM in increments to prevent oil
pressure from exceeding 100 psi.
WARNING
Operating the engine above 1700 RPM before reaching the
minimum oil temperature may result in engine malfunction,
engine failure, injury or death.
CAUTION: Continually monitor oil pressure during run up.
6. When oil temperature has reached 100°F (38°C) and oil pressure does not exceed 60
psi at 2500 RPM, the engine has been warmed sufficiently to accept full rated
power.
7-4.1.1.3. Cold Weather Starting Without Preheating
At ambient temperature between 20° to 40ºF (-7°to 4°C), perform the following:

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 Engine Operation
CAUTION: Attempting to start your engine with a partially
discharged aircraft battery may result in damage to the starter relay
or possible engine kickback, resulting in a broken starter adapter
clutch spring.
1. Use an external power source or ensure the aircraft battery is fully charged.
2. Use the normal start procedure in Section 7-3.2 and the aircraft AFM/POH. Do not
overprime the engine.
WARNING
Overpriming can cause a flooded intake resulting in a
“hydraulic lock” event and subsequent engine malfunction or
failure. If you over prime, or flood your engine, ensure excess
fuel has drained from the intake manifold and/or cylinder prior
to attempting engine starting.
CAUTION: If oil pressure is not indicated within 30 seconds, shut
down the engine and determine the cause. Operating the engine
without oil pressure may result in engine damage.
CAUTION: Do not close the cowl flaps in an attempt to hasten
engine warm-up.
3. Operate the engine at 1000 RPM until some oil temperature is indicated.
4. Monitor the oil pressure closely. If necessary, retard the throttle to maintain oil
pressure below 100 psi. If oil pressure is less than 30 psi, or cannot be maintained
below 100 psi, shut the engine down and follow the preheat instructions to prevent
engine damage. Do not close the cowl flaps to facilitate engine warm-up.
5. Check the oil temperature; it should be at least 75°F (24°C).
CAUTION: DO NOT operate the engine at run-up speed unless the
oil temperature is at least 75°F (24°C) and the oil pressure is within
the 30-60 psi range. Operating the engine above idle before reaching
minimum oil temperature may cause a loss of oil pressure and
engine damage.
6. Run the engine up to 1700 RPM; approach this RPM in increments to prevent oil
pressure from exceeding 100 psi.
WARNING
Operating the engine above 1700 RPM before reaching the
minimum oil temperature may result in engine malfunction,
engine failure, injury or death.
CAUTION: Continually monitor oil pressure during run up.
7. When oil temperature has reached 100°F (38°C) and oil pressure does not exceed 60
psi at 2500 RPM, the engine has been warmed sufficiently to accept full rated
power.

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Engine Operation
7-4.2. Engine Operation in Hot Weather
“Hot weather” is defined as ambient temperature exceeding 90 F (32 C). After an engine is
shutdown, the temperature of various components will begin to stabilize. The hotter parts
such as cylinders and oil will cool, while other parts will begin to heat up due to lack of air
flow or heat convection from those engine parts that are cooling. At some point following
engine shutdown, the entire unit will stabilize near the ambient temperature. This time
period will be determined by temperature and wind conditions and may take several hours.
Heat soaking occurs between 30 minutes to one hour following shutdown. During this
time, the fuel system will warm causing the fuel in the pump and fuel lines to “boil” or
vaporize. During subsequent starting attempts, the fuel pump will initially be pumping a
combination of fuel and fuel vapor. At the same time, the fuel lines will be filled with
varying amounts of fuel and vapor. Until the entire fuel system becomes filled with liquid
fuel, difficult starting and unstable engine operation can be expected.
Three hot weather operation situations requiring special instructions are:
• “Cooling an Engine in Hot Weather” (Section 7-4.2.1)
• “Engine Restart in Hot Weather” (Section 7-4.2.2)
• “Take-off and Initial Climb Out in Hot Weather” (Section 7-4.2.4)
Ensure the engine is serviced with the correct viscosity oil specified in Section 3-2.1,
“Engine Oil Specifications” prior to starting the engine. In the event of temporary cold
weather exposure, store the aircraft in a hangar between flights. Service the oil sump, as
required, to maintain the oil capacity specified for the engine model in Section 2-3,
“Engine Specifications” according to the “Engine Oil Servicing” instructions in Section 6-
3.7.
Operating Tips
• Inspect the induction air filter frequently for contamination; be prepared to clean or
replace it, if necessary.
• If the aircraft is flown in dusty conditions, Continental Motors recommends more fre-
quent oil changes.
• Use dust covers over openings in the cowling for additional protection.

7-4.2.1. Cooling an Engine in Hot Weather

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

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 Engine Operation
7-4.2.2. Engine Restart in Hot Weather
Restarting attempts will be the most difficult between thirty minutes and one hour after
engine shutdown. Following that interval, fuel vapor will decrease and present less of a
restart problem.
WARNING
Allow excess fuel to drain from the induction system prior to
starting the engine.
1. Fuel selector .................................................... ON
2. Throttle............................................................. CLOSED
3. Mixture Control .............................................. IDLE/CUTOFF
4. Follow the “Engine Start” instructions in the AFM/POH and Section 7-3.2.

7-4.2.3. Ground Operation in Hot Weather

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

7-4.2.4. Take-off and Initial Climb Out in Hot Weather

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

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31 August 2011
Engine Operation
7-4.3. Ground Operation at High Density Altitude
CAUTION: Reduced engine power will result from higher density
altitude associated with high temperature.
Idle fuel mixture may be rich during high density altitude conditions. Lean the fuel
mixture to sustain operation at low RPM. When practical, operate the engine at higher idle
speed.
NOTE: A FULL RICH mixture is required during takeoff.
If higher than desired temperatures are experienced during the climb phase, establish a
lower angle of attack or higher climb speed, consistent with safe operating practices to
provide increased engine cooling.
• Monitor oil and cylinder temperatures closely during taxiing and engine run up.
• Operate with cowl flaps full open.
• Do not operate the engine at high RPM except for necessary operational checks.
• If take-off is not to be made immediately following engine run-up, face the aircraft into
the wind with the engine idling between 900-1000 RPM.

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 Troubleshooting
Chapter 8. Troubleshooting
The Troubleshooting Charts discuss symptoms, probable causes, and appropriate
corrective action to be taken. Troubleshooting procedures for specific systems and
components are provided after the general troubleshooting chart.
The fault isolation paths and repair procedures are developed using real world scenarios
(log book entries) and best known practices. New symptoms, fault isolation methods, and
corrective actions may be added in the future, when warranted.
WARNING
Any attempt by unqualified personnel to adjust, repair, or
replace any parts may result in engine malfunction or failure.
Continued operation of a malfunctioning engine can cause
further damage to a disabled component and possible injury to
personnel. Do not return an engine to service unless it functions
according to specifications.

O-200-D & X Series Engine Maintenance and Overhaul Manual 8-1

31 August 2011
Troubleshooting
8-1. General Troubleshooting

Engine will not start

• Check switch positions:

Starter • Master Power Switch…………..…………....ON
turns when ignition switch is OK • Fuel Selector Valve……………………....….ON
engaged? • Throttle……………………….....….…..¼ OPEN
• Ignition Switch..…………….…………...START

NOT OK

Go to
Section 8-6
Switches positioned NOT
Correct input conditions and retry
properly? OK

OK

Service or replace battery

NOT
Check Battery condition OK
according to Airframe
Manufacturer’s instructions.

OK

NOT Service with fuel grade specified

Check Fuel Level in tanks OK in Chapter 2.

OK

Go to
Section 8-4

8-2 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Troubleshooting

Engine Runs

Check or increase Check induction air NOT Replace induction

Rough AT IDLE OK
IDLE speed filter OK air filter

OK
AT ALL
ENGINE SPEEDS

Go to
Correct according to
Check for induction system NOT Section 8-7
Airframe Manufacturer’s
obstruction OK
instructions
OK

Correct according to
Check propeller for NOT
Propeller Manufacturer’s
imbalance OK
instructions
OK

Check for loose or broken NOT

Replace engine mounts
engine mounts OK

OK

Go to
Section 8-7

Poor Engine Performance

Correct according to
Check for induction system NOT
Airframe manufacturer’s
obstruction OK
instructions
OK

Correct according to
NOT
Check throttle rigging OK Airframe manufacturer’s
instructions
OK

Go to
Section 8-7

O-200-D & X Series Engine Maintenance and Overhaul Manual 8-3

31 August 2011
Troubleshooting
8-2. Induction System

Engine will not start

Remove obstruction according to

Inspect induction system airflow NOT
airframe manufacturer’s
obstructions. OK
instructions.
OK

Check induction system for loose NOT Torque connections to Appendix

connections. OK B specifications

OK

Go to
Section 8-4

Engine will not run at idle

speed

Inspect induction system for leaks NOT Torque connections to

or loose connections. OK Appendix B specifications
OK

Go to
Section 8-4

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31 August 2011
 Troubleshooting

Engine lacks power or

maximum manifold pressure
reduced

Adjust according to
Inspect throttle for sticking or NOT
Airframe Manufacturer’s
incorrectly adjusted linkage. OK
instructions
OK

NOT
Check for dirty air filter OK Clean or replace filter

OK

Inspect induction system for leaks NOT Torque connections to

or loose connections. OK Appendix B specifications
OK

Go to
Section 8-4

O-200-D & X Series Engine Maintenance and Overhaul Manual 8-5

31 August 2011
Troubleshooting
8-3. Fuel System

Engine Will Not Start – Fuel

Available In Tank

Fuel Selector Valve

NO Correct input conditions and retry
ON?

YES

Fuel Selector Valve……………………………...OFF

Disconnect the fuel line between airframe fuel supply Reconnect and torque the fuel line
and carburetor. Connect a section of tubing to the fuel between the airframe fuel supply and
line and place the open end of the tubing in a fuel carburetor.
FLOW
container. Check the carburetor bowl for fuel.
Fuel Selector Valve……………………………...ON
Wait 15 second....
Monitor fuel hose for flow.
NO
FUEL
FUEL
PRESENT
PRESENT
NO FLOW

Refer to Section 8-7, Adjust carburetor float

Ignition System according to Carburetor
Manufacturer’s instructions

Engine equipped with

fuel pump?
NO

YES

Fuel Selector Valve……………………………...OFF

Disconnect the fuel line between airframe fuel supply
and engine driven fuel pump (if equipped). Connect a
section of tubing to the fuel line and place the open end Restriction in aircraft fuel supply line
of the tubing in a fuel container. NO
FLOW Correct according to Airframe
Fuel Selector Valve……………………………...ON Manufacturer’s instructions.
Master Power Switch……………………………ON
Wait 15 second....
Monitor fuel hose for flow.

8-6 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Troubleshooting

Engine Runs Rough at Speeds

above IDLE

Check throttle and fuel control NOT Adjust according to Airframe

linkage for proper operation. OK Manufacturer’s instructions.

OK

Perform Engine Operational NOT Adjust Fuel System according to NOT

Check (Sect. 6-1) OK instructions in Chapter 6-3.6. OK

OK Go to “Engine Will Not

Start With No Fuel
Pressure Iindication”

Go to
Section 8-7.1.

Fluctuating or Erroneous Fuel

Flow indications

Check fuel line routing, heat NOT

Correct fuel line installation.
shield, and fire sleeve installation. OK

OK

Repair or replace crew

compartment indicator according
to Airframe Manufacturer’s
instructions.

8-4. Charging System

Refer to the airframe and alternator manufacturer’s applicable charging system
troubleshooting instructions.

O-200-D & X Series Engine Maintenance and Overhaul Manual 8-7

31 August 2011
Troubleshooting
8-5. Starting System

Engine Will Not Start When

Ignition Switch Engaged.
Check Master Power and
Ignition Switch wiring Repair wiring according to
NOT NOT
Starter motor turns? OK according to Airframe OK Airframe Manufacturer’s
Manufacturer’s instructions
instructions.
OK

OK

Engine turns with starter?

Replace starter
NOT OK

Replace starter

Engine Turns Slowly When

Starter Engaged

Replace battery according to

NOT
Check battery condition OK Airframe Manufacturer’s
instructions
OK

Replace ignition switch according

Check ignition switch for NOT
to Airframe Manufacturer’s
burned contacts OK
instructions
OK

Repair wiring according to

Check ignition switch NOT
Airframe Manufacturer’s
wiring OK
instructions
OK

Replace starter

8-8 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Troubleshooting
8-6. Ignition System

Engine Will Not Start

Correct wiring according to

NOT
Check for grounded enable wire. OK Airframe Manufacturer’s
instructions.
OK

NOT
Check ignition switch operation. OK Replace faulty ignition switch.

OK

Perform Ignition Harness and

Spark Plug Diagnostics (Section
8-7.1)

Engine Runs Rough

Connect ignition harness properly

Check ignition harness NOT
(Section 6-3.8, Ignition System
connections OK
Maintenance).

Replace faulty spark plugs

Check spark plug condition NOT
(Section 6-3.8, Ignition System
(Section 9-4). OK
Maintenance).
OK

Perform Ignition Harness and

Spark Plug Diagnostics (Section
8-7.1)

Engine will not stop running

Repair or replace ignition switch

NOT
Check ignition switch operation OK according to Airframe
Manufacturer’s instructions.
OK

Repair wiring according to

NOT
Check enable wire continuity OK Airframe Manufacturer’s
instructions.

O-200-D & X Series Engine Maintenance and Overhaul Manual 8-9

31 August 2011
Troubleshooting
8-6.1. Ignition Harness and Spark Plug Diagnostics

Abnormal RPM Or Performance

Drop

Fuel selector valve………….OFF

Remove spark plugs from all NOT
cylinders. Inspect spark plug OK Replace faulty spark plugs.
electrode condition (Sect. 6-3.8).

OK

Remove clamps and cable ties

from ignition harness closest to
cylinder

OK

Connect spark plugs to ignition

harness so electrodes are visible.

Master Power Switch………….ON

Ignition Switch………….....START NOT Check ignition lead wires with a Replace faulty ignition
OK
Monitor spark plug electrodes for OK High Tension Lead Tester leads.
normal spark.
NOT
OK

Temporarily connect serviceable

spark plugs to suspect ignition OK Replace faulty spark plugs.
leads; repeat spark check.

NOT
OK

Replace Magneto.

Perform Engine Operational

Check.

8-10 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Troubleshooting
8-7. Lubrication System

Excessive Oil Consumption

Visually inspect engine and NOT Correct source of leak (replace

nacelle for evidence of leaks. OK seal, tighten fittings).

OK

Check engine log book for service

and consumption history. Service
Monitor oil consumption closely
engine oil sump to proper level OK No further action required.
for the next 25 hours.
with correct grade of aviation
engine oil. NOT
OK

Perform “Cylinder Differential

Pressure Check"

High Oil Temperature Indication

Service oil sump to proper

NOT
Check engine oil level. OK level with correct grade of
aviation engine oil.
OK

Check oil pressure relief NOT Replace oil pressure relief

Check engine oil pressure. LOW
valve operation. OK valve.

OK
NORMAL

Go to “Low Oil
Temporarily install a serviceable Pressure
Replace oil temperature
oil temperature gauge and OK Indication.”
gauge.
recheck oil temperature
NOT
OK

Inspect the oil cooler (if equipped)

for flow obstruction.

O-200-D & X Series Engine Maintenance and Overhaul Manual 8-11

31 August 2011
Troubleshooting

Low Oil Pressure

Indication

Service oil sump to proper

NOT
Check engine oil level. OK level with correct grade of
aviation engine oil.
OK

No further troubleshooting
Replace the engine oil filter OK
required

NOT
OK

Temporarily install a serviceable

OK Replace oil pressure gauge.
engine oil pressure gauge.

NOT
OK

Temporarily install a serviceable Replace oil pressure relief

OK
oil pressure relief valve. valve.

NOT
OK

Replace the oil pump.

8-12 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Troubleshooting
8-8. Engine Cylinders
Items in the table are listed in sequence of approximate ease of checking, not in the order
probability.
In addition, refer to the following:
Refer to the following sections in Chapter 6, Engine Inspection and Service:
• Cylinder Inspection
• Cylinder Differential Pressure Test
• Summary of Dynamic and Static Seal Checks and Corrective Action
• Cylinder Borescope Inspection
• “Cylinder Repair vs. Replacement Guidelines”in Section 15-6.3

Rough Idling

Perform “Cylinder Differential NOT Proceed according to Inspection

Pressure Check.” OK results

High Cylinder Head

Temperature

Replace CHT sensor according to

Measure CHT with digital CHT NOT
Airframe Manufacturer’s
gauge OK
instructions.
OK

Inspect cylinder cooling fins for NOT

Clean according to Section 14-1.
dirt or obstructions. OK

OK

Inspect cylinder baffles and

NOT Correct baffle and cowlings
cowling seals (Sections 6-3.9.6. OK adjustments accordingly.
and 6-3.9.7.).

OK

Inspect exhaust system for gasket

leak around exhaust manifold NOT Correct according to Airframe
according to Airframe OK Manufacturer’s instructions
Manufacturer’s instructions

O-200-D & X Series Engine Maintenance and Overhaul Manual 8-13

31 August 2011
Troubleshooting
8-9. Crankcase or Accessory Case

Excessive Oil Consumption/

loss

Perform a visual inspection of the NO

Perform Cylinder Inspection (Sect.
LEAK
crankcase (Sect. 6-3.5). NOTED 6-3.9)

OIL LEAKING

Oil drain plug NOT Torque plug (App. B) NOT Engine Oil Change (Sect. 6-3.7)
OK OK

OK

Oil screen or filter

NOT Torque fasteners (App. B) NOT Engine Oil Change (Sect. 6-3.7)
OK OK
OK

Oil pump NOT Replace oil pump. (Sec 10)

OK

OK

Oil cooler (if equipped) NOT Replace oil cooler

OK

OK

Oil fill NOT Replace oil fill neck (Sec.

OK 10)
OK

Oil sump NOT Torque oil sump bolts

OK (App. B)
OK

Rocker cover gaskets NOT Torque rocker fasteners NOT Replace rocker cover gasket(s)
OK (App. B) OK (Sect. 10)
OK

Nose Oil Seal NOT Replace Nose Oil Seal

OK (Sect. 10)
OK

Perform Cylinder Inspection (Sect.

6-3.6.)

Loose Crankcase Accessories

Inspect mounting threads and re- Replace mounting studs (App C)

NOT
torque fasteners (App B) OK and install accessories according
to applicable instructions.

8-14 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Troubleshooting
8-9.1. Excess Crankcase Pressure

Excessive Crankcase Pressure

Remove the oil fill cap from the oil

fill tube. Temporarily install a
modified oil fill cap connected to
an airspeed indicator or
manometer.

Airspeed Water Pressure

Perform ground engine run.
CAN NOT Monitor airspeed indicator. The 50 1.23
DUPLICATE 1.77
table at right indicates 60
ON
GROUND representative simulated airspeed 70 2.42
versus gauge pressure. 80 3.16
Replace the oil filler cap 90 (max. gnd speed) 4.0
(bad seal) HIGH 100 4.94
INDICATED
PRESSURE 120 7.131
PROBLEM 140 9.729
PERSISTS
Bypass the crankcase breather OK
Replace the nose oil seal system; repeat engine run.
(Sect. 10)
NOT
OK

Perform Cylinder Differential

Pressure Test (Sect. 6-3.9.2) Remove obstruction from the
crankcase breather system;
repeat engine run.

8-10. Exhaust System

Refer to the airframe manufacturer’s instructions.

O-200-D & X Series Engine Maintenance and Overhaul Manual 8-15

31 August 2011
Troubleshooting

Intentionally Left Blank

8-16 O-200-D & X Series Engine Maintenance and Overhaul Manual

31 August 2011
 Engine Preservation and Storage
Chapter 9. Engine Preservation and Storage
9-1. Preserving and Storing an Engine
An engine which has been uncrated and not installed and/or operated within 30 days after
uncrating should be placed in storage. There are separate instructions for temporary (from
30 days up to 90 days) and indefinite (90 days or more) storage.
9-1.1. Engine Preservation Checklist
Make a copy of the “Engine Preservation Checklist” on page 9-5. Record the serial
number, date placed in storage and projected next inspection date for each engine placed
in storage. The checklist covers a 90-day storage cycle. Complete and attach a new
checklist for each 90-day storage cycle until the engine is returned to service.
9-1.2. New or Unused Engine Storage
1. Determine the projected length of storage and refer to the appropriate section for
preservation instructions.
a. If the engine storage period is less than 90 days, follow the “Temporary Storage”
instructions in Section 9-1.3.
b. If the engine storage period is greater than 90 days, follow the “Indefinite
Storage” instructions in Section 9-1.4.
2. After preservation, cover the engine with a plastic bag.
3. Install and attach the container cover to the base (if not already done).
9-1.3. Temporary Storage
Continental Motors defines temporary storage as a period of 30 to 90 days when the
engine will not be used. If the storage period will exceed 90 days, prepare the engine for
long term storage according to Section 9-1.4.
1. Perform an oil change according to “Engine Oil Servicing” instructions in
Section 6-3.7. Service the engine to the proper sump capacity with oil conforming to
MIL-C-6529 Type II.
WARNING
If preheater are used to warm the engine, do not leave
preheaters on for longer than 24 hours to prevent corrosion.
2. Perform a Preflight Inspection; correct any discrepancies noted.
3. Perform an “Engine Start” (Section 7-3.2) and “Ground Run-up” (Section 7-3.3).
4. Fly the aircraft for one hour at normal operating temperatures.
5. Allow the engine to cool after flight.
6. Disconnect and remove all spark plug leads.
7. Remove the upper spark plugs from the engine.
8. Cover the ignition leads with AN-4060 protectors.

O-200-D & X Series Engine Maintenance and Overhaul Manual 9-1

31 August 2011
Engine Preservation and Storage
WARNING
Before removing the propeller:
Disconnect all spark plug leads, place the Throttle in the
CLOSED position, set the brake and chock the aircraft wheels.
Install aircraft tie-downs, Do not stand or place equipment
within the arc of the propeller.
9. With the piston at the Bottom Dead Center position, use a common garden sprayer
with clean reservoir and nozzle to spray atomized cylinder preservation oil that
meets MIL-P-46002, Grade 1 through the upper spark plug hole of each engine
cylinder, with the pistons at bottom dead center. Rotate the crankshaft as opposite
cylinders are sprayed.
10. Stop the crankshaft at a position where no pistons are at Top Dead Center.
11. Spray each cylinder again; thoroughly coat all interior cylinder surfaces by moving
the nozzle from top to bottom of the cylinder while spraying. When all cylinder
walls are thoroughly coated, ensure no piston is positioned at Top Dead Center.
12. Install the top spark plugs; do not install the spark plug leads.
13. Seal all engine openings exposed to the atmosphere using suitable plugs and covers.
Attach a “REMOVE BEFORE FLIGHT” streamer to each location.
14. Attach a tag in a prominent location on the engine, preferably the propeller (or
storage container, if installed) with the following information:
CAUTION: DO NOT TURN PROPELLER - ENGINE PRESERVED
(preservation date)
15. Make a copy of the “Engine Preservation Checklist” on page 9-5. Enter the serial
number, storage date and next inspection due date on the form. Attach the form to
the engine.
NOTE: If the engine is not returned to service within 90 days of initial
temporary storage, it must be preserved according to the “Indefinite
Storage” instructions in Section 9-1.4.

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31 August 2011
 Engine Preservation and Storage
9-1.4. Indefinite Storage
WARNING
Perform this procedure in an area free of sparks, flames, or
other ignition sources.
1. Perform an engine oil change according to the “Engine Oil Servicing” instructions
in Section 6-3.7. Service the engine oil sump to the proper capacity with oil
conforming to MIL-C-6529.
WARNING
If preheater are used to warm the engine, do not leave
preheaters on for longer than 24 hours to prevent corrosion.
2. Perform a Preflight Inspection; correct any discrepancies noted.
3. Perform an “Engine Start” (Section 7-3.2) and “Ground Run-up” (Section 7-3.3).
4. Fly the aircraft for one hour at normal operating temperatures.
5. Allow the engine to cool after flight.
WARNING
Before removing the propeller:
Disconnect all spark plug leads, place the Throttle in the
CLOSED position, set the brake and chock the aircraft wheels.
Install aircraft tie-downs, Do not stand or place equipment
within the arc of the propeller.
6. Disconnect and remove all spark plug leads.
7. Remove the upper spark plugs from the engine.
8. Cover the ignition leads with AN-4060 protectors.
9. Install protective plugs (P/N 22671) in the lower spark plug holes.
10. With the piston at the Bottom Dead Center position, use a common garden sprayer
with clean reservoir and nozzle to spray atomized cylinder preservation oil that
meets MIL-P-46002, Grade 1 through the upper spark plug hole of each engine
cylinder, with the pistons at bottom dead center. Rotate the crankshaft as opposite
cylinders are sprayed.
11. Spray each cylinder again; thoroughly coat all interior cylinder surfaces by moving
the nozzle from top to bottom of the cylinder while spraying. When all cylinder
walls are thoroughly coated, ensure no piston is positioned at Top Dead Center.
12. Install dehydrator plugs MS27215-1 or MS27215-2 in each of the upper spark plug
holes. Ensure each dehydrator plug is dark blue in color when installed.
13. Attach a “REMOVE BEFORE FLIGHT” streamer tag to desiccant bags and place
the tagged desiccant bag in the exhaust pipes. Seal the exhaust pipe openings.
14. Seal all other exposed engine openings with suitable plugs and covers. Attach
“REMOVE BEFORE FLIGHT” streamers to installed plugs and covers.

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Engine Preservation and Storage
15. Affix a readily visible tag to the propeller (or storage container, if installed) with the
following information:
CAUTION: DO NOT TURN PROPELLER - ENGINE PRESERVED
(preservation date)
16. Make a copy of the “Engine Preservation Checklist” on page 9-5. Enter the serial
number, storage date and next inspection due date on the form. Attach the form to
the engine.
17. For indefinite storage, visually inspect the dehydrator plugs at 15-day intervals.
Change the dehydrator plugs at the first indication (if any plug is not dark blue,
replace the dehydrator plug) of color change. If more thane half the dehydrator plugs
change color, replace all desiccant material on the engine.
18. Repeat application of cylinder preservative at 90 intervals.
9-1.5. Return an Engine to Service after Storage
1. Remove seals and desiccant bags.
2. Remove cylinder dehydrators (or plugs) from upper and lower spark plug holes.
3. Perform an engine oil change according to the “Engine Oil Servicing” instructions
in Section 6-3.7. Service the engine to the proper sump capacity with oil conforming
to MIL-C-6529 Type II (Break-in oil - SAEJ 1966 non-dispersant mineral oil).
4. Rotate propeller several revolutions by hand to remove preservative oil.
5. Service and install spark plugs and ignition harness leads according to the
instructions in Section 6-3.8.2, “Spark Plug Maintenance” and Section 6-3.8.3,
“Ignition Harness Maintenance.”
6. Clean and service engine and aircraft according to the airframe manufacturer's
instructions. Perform a visual inspection and correct any discrepancies noted.
7. Perform a normal engine start according to the Airplane Flight Manual or Pilot's
Operating Handbook.
8. Conduct an “Engine Operational Check” according to instructions in Section 6-3.6;
correct any discrepancies.
9. Perform a “Flight Check” according to instructions in Chapter 7; correct any
discrepancies before releasing the aircraft for normal service.
10. Change engine oil and filter after first 25 hours of operation.

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Table 9-1. Engine Preservation Checklist
Engine Serial Number: Date Placed in Storage

Inspection Completion
Inspection Item Status Due Date Date Performed by
Engine preserved and stored
according to the instructions in
Section 9-1.4 YES N/A / /
PASSED
15 day inspection CORRECTED / / / /
PASSED
30 day inspection CORRECTED / / / /
PASSED
45 day inspection CORRECTED / / / /
PASSED
60 day inspection CORRECTED / / / /
PASSED
75 day inspection CORRECTED / / / /
PASSED
90 day inspection CORRECTED / / / /
PASSED
90 day cylinder treatment CORRECTED / / / /
PASSED
Engine removed from storage CORRECTED / / / /
* Check condition of dehydrator plug for discoloration. Contents should be dark blue in color. If plugs are discolored, remove and
replace with new plugs. If more than half the dehydrator plugs on the engine require replacement, remove and replace the desiccant
bags in the exhaust pipes with fresh desiccant bags and reseal the exhaust pipe.
** Treat each cylinder bore with MIL-P-46002, Grade 1. With the piston at the bottom dead center position, use a clean garden sprayer
to spray atomized cylinder preservation oil that meets MIL-P-46002, Grade 1 (at room temperature) through the upper spark plug
hole of each engine cylinder. Thoroughly cover all interior cylinder surfaces by moving the nozzle from top to bottom. Rotate the
crankshaft as opposite cylinders are sprayed. Leave no piston positioned at top dead center.
Inspector Notes:

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Intentionally Left Blank

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 Non-Overhaul Repair and Replacement
Chapter 10.Non-Overhaul Repair and Replacement
10-1. Parts Replacement
Procedures in this section apply to instances outside of overhaul when parts can be
repaired or replaced as a maintenance practice; some parts cannot be repaired and must be
replaced. Table 10-1, “Non-Overhaul Parts Replacement Reference” indicates items that
must be replaced, along with respective references for replacement instructions. Table 10-
2, the “Parts Repair Reference” lists items that may be repaired along with corresponding
references to the repair instructions. Unless otherwise indicated, instructions are in this
chapter.
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
NOTE: When replacing components according to the maintenance
procedures in this section, adhere to the service limits, in line with the
procedure as a guide for part re-use for each component. Use the overhaul
dimensional limits in Appendix D when performing maintenance repairs
if service limits are not provided.

Service limits in this section apply only to maintenance procedures and in
many cases are not identical to the tolerances in Appendix D.

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Table 10-1. Non-Overhaul Parts Replacement Reference
Replaceable Item Reference
Individual Engine Cylinder Section 10-7, “Engine Cylinder Maintenance”
Carburetor Section 10-2.1, “Carburetor Removal”
Section , “”
Lifters Section 10-7.3, “Lifter Removal” and
Section 10-7.7, “Lifter Installation”
Crankshaft Nose Oil Seal Section 10-8, “Crankshaft Nose Oil Seal Replacement”
Crankcase Studs Section 15-7.7.3, “Crankcase Cylinder Deck Stud Replacement”
Starter Section 10-3, “Starter Replacement”
Alternator Section 10-4, “Alternator Replacement”
Oil Pump Section 10-6.1, “Oil Pump Repair and Replacement”
Oil Filter Section 6-3.7, “Engine Oil Servicing”
Oil Filter Adapter Stud Section 10-6.1, “Oil Pump Repair and Replacement”
Oil Sump or Oil Suction Tube Section 10-6.2, “Oil Sump or Oil Suction Tube Repair and Replacement”
Oil Cooler Adapter Section 10-6.3, “Oil Cooler Repair and Replacement”
Oil Pressure Relief Valve Section 10-6.4, “Oil Pressure Relief Valve Repair and Replacement”
Magneto Section 10-5, “Magneto Replacement”

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Table 10-2. Parts Repair Reference
Repairable Item Reference
Engine Cylinder Section 10-7, “Engine Cylinder Maintenance”
Crankcase Cracks Section 15-7.7, “Crankcase Overhaul Repair”
Oil Pump Section 10-6.1, “Oil Pump Repair and Replacement”
Oil Pressure Relief Valve Section 10-6.4, “Oil Pressure Relief Valve Repair and Replacement”
Magneto See Magneto Manufacturer’s Service Manual
Alternator See Alternator Manufacturer’s Service Manual

Table 10-3. Parts Handling Guidelines

Parts/Components Handling Instructions
Wrapped new or rebuilt parts Parts that require protection from atmospheric dust and moisture should be
wrapped or boxed after acceptance inspection and remain wrapped until time of
installation
Spark plugs Handle spark plugs with clean, dry hands. Avoid dropping a spark plug. If a
spark plug is either dropped or damaged, discard it. Do not install any spark plug
that has been dropped or damaged.

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10-2. Induction and Fuel System Parts Replacement
10-2.1. Carburetor Removal

WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Turn the ignition switch to the OFF position and disconnect engine electrical power.
NOTE: Mark or tag hose connections as they are removed to eliminate
confusion during installation.
2. Disconnect the airframe control rigging from the throttle lever, mixture control
lever, and carburetor heat lever according to the airframe manufacturer's
instructions.
NOTE: Place protective caps over open fuel system connections to
prevent contamination.
3. Place a fuel safe container under the fuel supply hose to catch residual fuel in the
line. Disconnect the fuel supply hose from the carburetor fitting. Plug the fuel
supply hose to prevent contamination.
4. Remove four nuts (Figure 10-1) (11) and lock washers (10) from the air intake
housing (23) to separate the air intake housing from the carburetor. Remove and
discard the gasket (22).
5. Remove four each nuts (11), lock washers (10), and washers (9) from the carburetor
(21) at the intake manifold (23); discard the lock washers (10). Remove the
carburetor (21) from the intake manifold studs. Remove and discard the gasket (20).
6. Cover the carburetor and intake manifold ports to prevent contamination. Plug the
carburetor fuel inlet to prevent contamination.

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Figure 10-1. Induction System and Carburetor

1 Intake Manifold Assembly 9 Washer 17 Nipple- primer 25 Stud
2 Stud 10 Lock Washer 18 Union 26 Bolt
3 O-lock Seal 11 Nut 19 Nut 27 Washer
4 Castle Nut 12 Intake Pipe 20 Carburetor Gasket 28 Bushing
5 Cotter Pin 13 Hose- 1.50 X 0.88 21 Carburetor 29 Lock Nut
6 Intake Manifold Gasket 14 Hose - 1.75 X 2.00 22 Carburetor Gasket 30 Lever
7 Induction Elbow - Cyl 1 & 4 15 Clamp 23 Air Intake Housing
8 Induction Elbow - Cyl 2 & 3 16 Plug - 0.25 24 Filter

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10-2.2. Carburetor Installation

1. Apply Part No. 642188 (Copper Coat) Gasket Sealant to both sides of the new
gaskets (Figure 10-1) (20 & 22).
2. Install a new gasket (20) on the upper carburetor flange.
3. Install a new gasket (22) on the lower carburetor flange.
4. Install the carburetor (21) on the intake manifold studs with four washers (9), new
lock washers (10) and nuts (11). Torque the nuts (11) evenly to Appendix B
specifications.
5. Connect the fuel supply hose to the carburetor inlet fitting.
6. Install the air intake housing (23) on the carburetor (21) studs and secure with four
washers (10) and nuts (11). Align the screw holes of the support bracket to the front
of the air intake housing and secure with two screws (31) and washers (32). Torque
the nuts (11) evenly to Appendix B specifications.
7. Connect the airframe control rigging to the throttle lever, mixture control lever and
carburetor heat lever according to the airframe manufacturer's instructions. Verify
smooth operation of the carburetor heat, throttle and mixture controls from the cabin
and correct, if necessary.
8. Perform an “Engine Operational Check” according to Section 6-3.6 instructions.

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Figure 10-1 repeated for reference

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10-3. Starter Replacement
10-3.1. Starter Removal
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Turn the Ignition Switch to the OFF position; disconnect the aircraft battery and
electrical cable from the starter motor according to the airframe manufacturer's
instructions.
2. Remove the bolts (Figure 10-2) (8), lock washers (4), washers (6), and spacers (7)
from the accessory case and the rear engine lifting eye. Discard the lock washers (4).
3. Remove three sets of nuts (5), lock washers (4) and washers (3) from the starter
mounting flange. Carefully remove the starter assembly without damaging the
mounting stud threads. Discard the lock washers.
4. Remove and discard the gasket (1).
WARNING
If damage is discovered in step 5 or 6, perform a “Foreign
Object Contamination Inspection” according to instructions in
Section 6-4.6.
5. Perform a “Gear Tooth Inspection” on the starter shaft gear according to the
instruction in Section 15-3.1. If the gear teeth are chipped, broken, or otherwise
damaged, inspect the starter according to instructions in Section 15-6.4 using the
service limits in Section 10-3.3, perform the necessary starter adapter repairs
according to instructions in Section 15-7.3 and perform a “Foreign Object
Contamination Inspection” according to instructions in Section 6-4.6.
6. Perform a “Gear Tooth Inspection” on the crankshaft gear according to instruction in
Section 15-3.1. If the gear teeth are chipped, broken, or otherwise damaged,
disassemble the engine and replace the crankshaft gear.

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Figure 10-2. Starter

1 Gasket 3 Washer 5 Nut 7 Spacer
2 Starter Assembly 4 Lock Washer 6 Washer 8 Bolt

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Non-Overhaul Repair and Replacement
10-3.2. Starter Service Limits
O-200-D and subsequent engine model starters are not field-repairable, no service limits
are provided.

10-3.3. Starter Installation

WARNING
Turn the Ignition Switch OFF and disconnect engine electrical
power before commencing maintenance or inspections.
Confirm continuity between the magneto capacitor and aircraft
ground to prevent accidental engine start during maintenance.
Do not stand or place equipment within the arc of the propeller.
1. Thoroughly clean the crankcase mounting surface to remove any gasket residue.
2. Apply Part No. 642188 (Copper Coat) Gasket Sealant to both sides of the new
gasket (Figure 10-2) (1).
3. Install the new gasket (1) on the accessory case.
4. Liberally lubricate the starter pinion gear with Molyshield grease.
5. Carefully insert the starter into the upper flange of the accessory and align the starter
gear with the crankshaft gear.
6. Align the starter upper bolt holes with the bolt holes in the accessory case. Insert two
bolts (8) with new lock washers (4), washers (6) and spacers (7) through the holes in
the front of the accessory case into the upper threaded holes in the starter.
7. Secure the starter to the accessory case with three sets of washers (3), new lock
washers (4), and nuts. Evenly tighten and torque the starter nuts (5) and bolts (8) to
Appendix B specifications.
8. Verify the integrity of the electrical cable. Replace frayed or cracked wiring.
9. Reconnect the starter electrical cable and aircraft battery according to the airframe
manufacturer's instructions.
10. Perform an “Engine Start” according to the instructions in Section 7-3.2 to verify
starter operation.

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 Non-Overhaul Repair and Replacement

Figure 10-2 repeated for reference

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Non-Overhaul Repair and Replacement
10-4. Alternator Replacement
Replace the alternator if it fails to deliver the specified voltage and amperage to the
aircraft electrical system. O-200 engines are equipped with a direct-drive, rear mounted
alternator.
10-4.1. Alternator Removal
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
2. Remove three nuts (Figure 10-3) (5), lock washers (4), and washers (3); discard the
lock washers (4).
3. Remove the alternator (1) from the crankcase; remove the gasket (2) and clean any
remaining gasket residue from the crankcase flange according to instructions in
Chapter 14.
10-4.1.1. Alternator Drive Hub Removal
1. Remove the alternator from the crankcase according to the instructions in
Section 10-4.1.
2. Remove the cotter pin (7) and nut (6); discard the cotter pin (7).
3. Remove the drive hub assembly (8, 9, 10, 11, 12, 13) from the alternator shaft;
Discard the bushings (11) and woodruff key (13). Inspect the remaining drive hub
assembly parts for serviceability.
CAUTION: Exercise care when cleaning the residue from the
mounting flange. mask the crankcase opening to avoid
contaminating the engine oil supply.
4. Remove and discard the gasket (2); clean any remaining gasket residue from the
crankcase flange according to instructions in Chapter 14.
5. Perform a “Gear Tooth Inspection” on the alternator drive hub gear according to the
instruction in Section 15-3.1. If the drive hub gear teeth are chipped, broken, or
otherwise damaged, replace the drive hub according to instructions in Section 10-
4.1.1 and perform a “Foreign Object Contamination Inspection” according to
instructions in Section 6-4.6.
6. Inspect the drive hub coupling bushings for serviceability. If the bushings exhibits
damage or missing material, replace the bushings and perform a “Foreign Object
Contamination Inspection” according to instructions in Section 6-4.6.

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7. Perform a “Gear Tooth Inspection” on the crankshaft gear according to instruction in
Section 15-3.1. If the gear teeth are chipped, broken, or otherwise damaged,
disassemble the engine and replace the crankshaft gear.
8. Inspect, disassemble, troubleshoot, repair, and assemble the alternator according to
the appropriate Alternator Service Instructions.

7
10 34 5
11 12
8
6 1
13
9
2

Figure 10-3. Alternator and Drive Hub

1 Alternator 5 Nut 9 Sleeve 13 Woodruff Key
2 Gasket 6 Slotted Nut 10 Gear
3 Washer 7 Cotter Pin 11 Bushing
4 Lock Washer 8 Alternator Coupling Hub 12 Retainer

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Non-Overhaul Repair and Replacement
10-4.1.2. Alternator Drive Hub Installation
1. Install a new woodruff key (Figure 10-3) (13) in the shaft keyway.
2. Align the keyway of the alternator coupling hub with the woodruff key and press the
coupling hub (8) onto the shaft with the two outside lugs facing outward on the
shaft.
3. Fit the retainer (12) inside the lugs of the alternator coupling hub (9) with the open
side facing outward.
4. Install the sleeve (9) on the shaft in the center of the alternator coupling hub (9).
5. Install two new bushings (11) inside the retainer (12), followed by the gear assembly
(10). The bushings will sandwich the two lugs on the back side of the gear assembly.
6. Install the nut (6) on the threaded end of the alternator shaft and hand tighten.
CAUTION: Do not exceed the fastener torque limit to align the slots
in a castellated nut with a cotter pin hole. Tighten the nut to the
minimum torque limit and check cotter pin hole alignment. If the
slots in the nut do not align with the hole, gradually increase the
torque, up to the maximum limit, until alignment is achieved.
7. Using a currently calibrated torque wrench, torque the nut according to the lower
limit specified in Appendix B. If the cotter pin does not align, gradually increase
torque to align the castellated nut with the cotter pin hole. If alignment cannot be
achieved within the torque limits, replace the nut (6). Do not over torque!
8. Install a new cotter pin (7) and secure it according to Appendix C instructions.
10-4.2. Alternator Installation
WARNING
Turn the Ignition Switch OFF and disconnect engine electrical
power prior to commencing maintenance. Do not stand or place
equipment within the rotational arc of the propeller.
1. If the drive hub assembly was removed, install the drive hub assembly according to
instructions in Section 10-4.1.2, “Alternator Drive Hub Installation.”
2. Apply Part No. 642188 (Copper Coat) Gasket Sealant to both sides of the new
gasket (Figure 10-3) (2) Install the alternator (1) on accessory case studs with a new
gasket (2).
3. Verify the alternator enters the crankcase without binding and the mounting flange is
properly seated against the crankcase. Do not force the alternator into position. If
there is stud interference with the mounting lug holes while mounting the alternator,
do not force the alternator over the studs.
WARNING
Forceful alternator installation can cause mount lug fracture. If
interference exists, inspect the mounting studs for bending;
replace bent studs.

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4. Verify the alternator enters the crankcase without binding and the mounting flange is
properly seated against the crankcase. Do not use force to install the alternator. Do
not attempt to tighten the alternator fasteners if the flange does not seat against the
crankcase. If the mounting studs do not align with the mounting lug holes, inspect
the studs with a tool maker's square.
5. Verify the alternator pilot enters the accessory case pilot bore squarely. Do not force
the alternator pilot to fit into the pilot bore.
6. Secure the alternator with washers (3), new lock washers (4), and nuts (5); torque
the nuts (5) to Appendix B specifications.
7. Connect the alternator wiring according to the airframe manufacturer's instructions.
If the alternator had a grounding strap when it was removed, install the grounding
strap when installing the alternator.
8. Connect aircraft electrical power according to the airframe manufacturer's
instructions.
9. Start the engine according to the “Engine Start” instructions in Section 7-3.2 and test
the alternator output according to the instructions in the Aircraft Maintenance
Manual.

7
10 34 5
11 12
8
6 1
13
9
2

Figure 10-3 repeated for reference

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10-5. Magneto Replacement
10-5.1. Continental Motors Magneto Removal
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
2. Remove four screws (Figure 10-9) (11) from the cable outlet plate (metallic part of
item 3).
3. Remove the nut (8) and lock washer (9). Remove the magneto ground wire (not
shown) from the magneto.
4. Remove nuts (5), lock washers (6), and washers (7) from either side of magneto;
discard the lock washers (6). Remove the magneto from the accessory case. Remove
and discard the magneto gasket (4).
5. Perform an “Ignition System Inspection” according to Section 6-3.13 instructions.

Figure 10-4. Continental Motors Ignition System

1 Left Magneto 5 Nut 9 Lock Washer 13 Bushing
2 Right magneto 6 Lock Washer 10 Spark Plug 14 Washer
3 Ignition Harness 7 Washer 11 Screw 15 Nut
4 Flange Gasket 8 Nut 12 Gear 16 Cotter Pin

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10-5.2. Continental Motors Magneto Installation
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance or
inspections to avoid uncommanded engine starts during
maintenance. Do not stand or place equipment within the arc of
the propeller.
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
2. Complete the “Crankshaft Top Dead Center Alignment” in Section 6-3.8.1.1.
3. Perform steps 1-3 of the “Magneto to Engine Timing” in Section 6-3.8.1.2.
4. Remove the inspection hole plug from the magneto(s). Turn the impulse coupling
backward until the marked distributor gear tooth is centered in the window.
5. Without turning the magneto drive shaft, hold the magneto in the position it will
occupy when installed.
a. Align the drive gear and impulse coupling lugs by pulling the magneto gear out
and turning it to the desired position.
b. Push the gear back into the meshed position.
c. Install the inspection hole plug.
6. Apply Dow Corning No. 4 lubricant to both sides of a new magneto gasket Figure
10-4 (3) and install the new gasket on the magneto flange.
7. Carefully insert the magneto in the crankcase, aligning the drive gear with the
camshaft. Install four sets of holding washers (7), lock washers (6) and nuts (5);
hand-tighten the nuts at this time.
8. If the removed magneto is fitted with a magneto tachometer sensor (2), install the
sensor in the magneto housing and torque the tachometer sensor to Appendix B
specifications.
9. Complete “Magneto to Engine Timing” in Section 6-3.8.1.2.
10. Torque nuts (5) to Appendix B specifications.
11. Disconnect the timing light from magnetos. Attach the airframe wiring harness to
the magneto ground terminal according the airframe manufacturer’s instructions.
12. Install the spark plugs and ignition harness according to instructions “Ignition
System Maintenance” in Section 6-3.8.
13. Start the engine according to the “Engine Start” instructions in Section 7-3.2
instructions and perform a “Magneto Drop Check” according to the instructions in
Section 6-3.6.4.

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10-5.3. Slick Magneto Removal
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance or
inspections to avoid uncommanded engine starts during
maintenance. Do not stand or place equipment within the arc of
the propeller.
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
2. Disconnect the airframe wiring from the magneto ground terminal according to the
airframe manufacturer’s instructions.
3. Remove three screws (Figure 10-5) (not numbered) from the cable outlet plate
(metallic part of item 2) and separate the cable outlet plate from the magneto.
4. Remove nuts (5), lock washers (6), and magneto retainers (7) from either side of
magneto; discard the lock washers (6). Remove the magneto from the accessory
case.
5. Remove and discard the gasket (3).
6. Replace the magneto with a new, rebuilt, or serviceable unit.

Figure 10-5. Slick Ignition System

1 Magneto 3 Gasket 5 Nut 7 Magneto Retainer
2 Ignition Harness 4 Magneto Drive Gear 6 Lock Washer 8 Spark Plug

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10-5.4. Slick Magneto Installation
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance or
inspections to avoid uncommanded engine starts during
maintenance. Do not stand or place equipment within the arc of
the propeller.
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
2. Complete the “Crankshaft Top Dead Center Alignment” in Section 6-3.8.1.1.
3. Perform steps 1-3 of the “Magneto to Engine Timing” in Section 6-3.8.1.2.
4. Insert T118 timing pin in “L” or “R” hole (depending on magneto rotation) in the
distributor block. Turn rotor in the opposite direction of rotation until pin engages
the gear.
5. Without turning the magneto drive shaft, hold the magneto in the position it will
occupy when installed.
a. Align the drive gear and impulse coupling lugs by pulling the magneto gear out
and turning it to the desired position.
b. Push the gear back into the meshed position.
c. Remove the T118 timing pin from the magneto
6. Verify the magneto drive gear is serviceable and properly installed. Apply Dow
Corning No. 4 lubricant to both sides of a new magneto gasket (Figure 10-5) (3) and
install the new gasket on the magneto flange.
7. Carefully insert the magneto in the crankcase, aligning the drive coupling lugs with
the drive bushing slot. Secure the magneto to the crankcase with retainers (6), lock
washers (5) and nuts (4); hand-tighten the nuts at this time.Install the ventilation
plug removed for inspection.
8. Complete “Magneto to Engine Timing” in Section 6-3.8.1.2.
9. Torque nuts (4) according to Appendix B specifications.
10. Disconnect timing light from magnetos. Attach the magneto ground wire according
the airframe manufacturer’s instructions.
11. Install the spark plugs and ignition harness according to instructions “Ignition
System Maintenance” in Section 6-3.8.
12. Start the engine according to the “Engine Start” instructions in Section 7-3.2
instructions and perform a “Magneto Drop Check” according to the instructions in
Section 6-3.6.4.

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10-6. Lubrication System Repair
10-6.1. Oil Pump Repair and Replacement
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
NOTE: The O-200 oil pump is an integral part of the accessory case.
Depending on the installation, the engine may need to be removed from
the aircraft to access the oil pump. Refer to the “Engine Removal”
instructions in Section 5-1.
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
2. Remove the magnetos according to instructions in Section 10-5.1 or Section 10-5.3,
depending on the engine specification.
3. Remove the alternator according to instructions in Section 10-4.1.
4. Remove the starter according to instructions in Section 10-3.1.
5. Remove the accessory case according to instructions in Section 12-9.
6. Remove the oil pump assembly according to instructions in Section 13-3.
7. Inspect the oil pump components according to the Lubrication Component Service
Limits in Section 10-6.5. Replace parts that do not meet the dimensional
specifications.
8. Install the oil pump assembly in the accessory case according to “Accessory Case
Assembly” instructions in Section 16-6.
NOTE: Repairs other than smoothing nicks on parting surfaces, replacing
studs and worn parts, and refacing the oil pressure relief valve seat on the
oil pump housing are prohibited. The pump gear chamber must not be
enlarged. If it becomes scored or enlarged, discard and replace the
accessory case. Scoring on the gear contact area of the oil pump cover
renders it unserviceable unless the parting surfaces can be lapped smooth
and perfectly flat.
9. Install the accessory case according to instructions in Section 17-8.
10. Install the alternator according to instructions in Section 10-4.2.
11. Install the starter according to instructions in Section 10-3.3.
12. Install the magnetos according to instructions in Section 10-5.2 or Section 10-5.4.
13. Service the engine oil according to instructions in Section 6-3.7.
14. Perform an “Engine Operational Check” according to instructions in Section 6-3.6.

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10-6.2. Oil Sump or Oil Suction Tube Repair and Replacement
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
NOTE: For most engine installations, the engine must be removed from
the airframe to remove the oil sump. Follow appropriate engine removal
instructions in Chapter 5.
2. Remove the oil sump or suction tube according to the “Oil Sump Removal”
instructions in Section 12-8.
3. Install a new oil sump or suction tube according to the “Oil Sump Installation”
instructions in Section 17-12.
4. Perform an “Engine Operational Check” according to instructions in Section 6-3.6.
10-6.3. Oil Cooler Repair and Replacement
The O-200 may be equipped with an oil cooler. The oil cooler is an airframe accessory;
refer to the airframe manufacturer's instructions for Oil Cooler Replacement.
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance or
inspections to avoid uncommanded engine starts during
maintenance. Do not stand or place equipment within the arc of
the propeller.
NOTE: Remove and replace the oil cooler according to the airframe
manufacturer's instructions.
10-6.3.1. Oil Cooler Adapter Removal
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
2. Drain the engine oil according to instructions in Section 6-3.7, “Engine Oil
Servicing.”
3. Disconnect the oil cooler supply and return hoses from the adapter fittings (17).
4. Remove the nuts (Figure 10-6) (5), lock washers (4), and washers (3); Discard the
lock washers (12).
5. Remove the oil cooler adapter assembly and gasket (2) from the crankcase; discard
the gasket.
6. Disassemble the oil cooler adapter according to the oil cooler adapter disassembly
instructions in Section 13-4.

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10-6.3.2. Oil Cooler Adapter Installation
1. Apply Part No. 642188 (Copper Coat) Gasket Sealant to both sides of a new gasket
(Figure 10-6) (2) and install the assembled oil cooler adapter assembly and new
gasket (2) on the left crankcase half at through-bolt position 32L with washers (4),
new lock washers (3), and nuts (5); torque nuts to Appendix B specifications.
2. Connect the oil cooler supply and return hoses to the fittings (17). The oil supply to
the cooler connects to the lower fitting. The return line connects to the upper fitting.
3. Service the engine with fresh oil according to the “Engine Oil Servicing”
instructions in Section 6-3.7.

5 10
4
3
1
2

11
6
7
8
9

Figure 10-6. Oil Cooler Adapter

1 Oil Cooler Adapter 6 Pipe Plug 11 Plug 16 Oil Cooler Pad Adapter
2 Oil Cooler Adapter Gasket 7 Countersunk Pipe Plug 12 ------------- 17 Fitting
3 Washer 8 Ball - 0.437 steel 13 Oil Cooler Gasket 18 Bolt
4 Lock Washer 9 Spring 14 Washer
5 Nut 10 Copper Gasket 15 Nut

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10-6.4. Oil Pressure Relief Valve Repair and Replacement
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
2. Remove the relief valve cap (Figure 10-7) (28); discard the gasket.
3. Remove the spring (26) and plunger (25) from the cavity.
4. Clean the parts thoroughly according to the Cleaning instructions in Chapter 14.
5. Inspect the spring (26) for bends, corrosion, or damage; replace if necessary. Check
the spring tension using the Service Limits specified in Section 10-6.5.
6. Inspect the relief valve seat in the cavity of the accessory case for debris, nicks, or
gouges. If the relief valve seat exhibits nicks or gouges, remove the accessory case
from the engine, lap the seat according to instructions in Section 15-7.4.1. Inspect
the plunger face for nicks, gouges, or spalling; Smooth small nicks with crocus cloth
and rinse the residue from the plunger with mineral spirits.
7. Liberally coat the plunger face with clean 50 weight aviation engine oil. Insert the
spring in the plunger and insert both in the cavity. Install a new gasket on the cap.
Apply a light coating of anti-seize lubricant to the cap threads and install the cap;
torque the cap to Appendix B specifications.

Figure 10-7. Oil Pressure Relief Valve

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10-6.5. Lubrication Component Service Limits
The lubrication system component service limits are shown in Table 10-4. Item numbers
in the first column correspond to the item numbers in Figure 10-8.
Table 10-4. Lubrication System Component Service Limits
New Dimensions
(inches)
Index Part Service Limit Minimum Maximum
Oil Pressure Relief Valve Assembly
1 Oil pump gear in pump housing ........................... end clearance: 0.0070L 0.0020L 0.0050L
2 Oil pump driver gear in housing ..................................... diameter: 0.0080L 0.0030L 0.0060L
3 Oil pump gear shafts in accessory case and plate ........ diameter: 0.0045L 0.0015L 0.0030L
4 Oil pump gear cavity ...................................................... diameter: 1.501 1.4990 1.5010
5 Oil pump gear shaft bore ............................................... diameter: 0.5630 0.5620 0.5630
6 Oil pump gear cavity ........................................................... depth: 0.626 0.6240 0.6260
7 Square drive to camshaft gear..................................... clearance: 0.0135 0.0055L 0.0135L
8 Oil pump driver and driven gears ..................................backlash: 0.025 0.014 0.022
Spring Test Data
9 Oil press. relief valve spring (0.041) 5.75 lbs. 6.06 lbs. 6.31 lbs.
compressed to 1.56 inch length ........................................... load:
T= Tight L=Loose

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2
3

1, 6

5
7

Figure 10-8. Lubrication System Service Limits

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10-7. Engine Cylinder Maintenance
Procedures in this section apply only to individual engine cylinder repair, service, or
replacement on condition as a maintenance item and not for engine overhaul. Refer to
instructions in Chapters 12 - 17 for multiple engine cylinder repair or replacement.
10-7.1. Rocker Arm Removal
WARNING
Turn the Ignition Switch OFF, disconnect the battery from the
engine and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Turn the Ignition Switch to the OFF.
2. Remove cowling and any airframe supplied accessories according to the airframe
manufacturer's instructions.
3. Disconnect the battery according to the airframe manufacturer's instructions.
4. Disconnect the top and bottom spark plug leads from the spark plugs on the
cylinder(s) to be removed.
5. Place a tag on the propeller with the warning “DO NOT TURN PROPELLER.”
6. Position the crankshaft so the piston is at top dead center and both intake and
exhaust valves of the rocker arms to be removed are closed.

Oil orifice

Figure 10-9. Exhaust Rocker Arm Oil Orifice

CAUTION: Intake and exhaust rocker arms are not interchangeable.
Exhaust rocker arms feature an oil orifice (Figure 10-9) to lubricate
the exhaust valve stem; intake rocker arms have no oil orifice.
1. Remove six sets of fillister head screws (Figure 10-10) (32), lock washers (31), and
washers (30) from the rocker cover (29); discard the lock washers (30). Remove the
rocker cover (29) and gasket (28) from the cylinder; discard the gasket (28).
2. Check rocker arm end play to verify valve spring tension is relaxed. Reposition the
crankshaft, if required, to close the intake and exhaust valves.
CAUTION: Do not allow the rocker arms to free fall from the
cylinder as the rocker shaft is removed from the boss. Impact from a
fall may damage the rocker arm.
3. Remove the bolt (27) and washer (26) from the rocker shaft (25).

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4. Push the rocker shaft (25) out of the boss with a drift. Grasp the rocker arms (22), in
turn, as they are freed from the rocker shaft, and remove them from the cylinder
head. Clearly identify the cylinder and valve the rocker arms are removed from.
5. Inspect the rocker shafts (25) and rocker arms (22).
6. Withdraw the pushrods (41) from the pushrod housing (12).

Figure 10-10. Cylinder Assembly

1 Cylinder & Valve Assembly 13 Plug 25 Rocker Shaft 38 Socket
2 Nut 14 Intake Valve 26 Washer 39 Snap Ring
3 Nut 15 Exhaust Valve 27 Bolt 40 Lifter Body
4 Cylinder Assembly 16 Valve Spring Seat 28 Rocker Cover Gasket 41 Push Rod
5 Intake Valve Seat Insert 17 Intake Valve Guide Seal 29 Rocker Cover 42 Lock Nut
6 Exhaust Valve Seat Insert 18 Inner Valve Spring 30 Washer 43 Pushrod Adapter
7 Helical Coil Insert 19 Outer Valve Spring 31 Lock Washer 44 Pushrod Housing Gasket
8 Intake Valve Guide 20 Valve Spring Retainer 32 Bolt 45 Spring
9 Exhaust Valve Guide 21 Valve Spring Key 33 Exhaust Flange Gasket 46 Washer
10 Stud 22 Rocker Arm Assembly 34 Lock Nut 47 Washer
11 Stud 23 Rocker Arm Bushing 35 O-ring 48 O-ring Seal
12 Pushrod Housing 24 Screw 36 Lifter Assembly 49 Pushrod Housing Seal
37 Plunger Assembly 50 Spark Plug Insert

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10-7.2. Pushrod Housing Removal
1. Remove the rocker cover and rocker arms according to instructions in Section 10-
7.1.
2. Grasp each push rod housing (Figure 10-11) (12) and push it inward toward the
crankcase, compressing the push rod housing spring (45); move the pushrod housing
away from the cylinder head and remove the push rod housing (12) from the
crankcase.
3. Remove the O-rings (48), washers (46), pushrod housing seals (49) and springs (45).
Discard the O-rings (48), pushrod housing seals (49) and springs (45).
4. Remove the nuts (42), lock washers (30), and washers (47) from the pushrod adapter
(43).
5. Remove the pushrod adapter (43) and gasket (44) from the crankcase studs. Discard
the lock washers (30) and gasket (44).

Figure 10-11. Pushrod Housing and Adapter Detail

12 Pushrod Housing 45 Spring
30 Lock Washer 46 Washer
42 Lock Nut 47 Washer
43 Pushrod Adapter 48 O-ring Seal
44 Pushrod Adapter Gasket 49 Pushrod Housing Seal

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10-7.3. Lifter Removal
1. Remove the rocker arm assemblies according to instructions in Section 10-7.1.
2. Remove the pushrod housing assemblies according to instructions in Section 10-7.2.
3. Remove the snap ring (Figure 10-12) (39) from the lifter body (40). Extract the
socket (38) and plunger assembly (37) from the lifter body (40). Identify each lifter
assembly's removed location (cylinder and valve), lifter assembly components must
remain in the same set, installed in the same location, unless replaced.
4. Inspect the socket (38) and plunger (37) for abnormal wear. If the plunger is
collapsed or the spring will not compress, replace the plunger. Examine the lifter
body (40) collar for damage; if the snap ring will not securely fit in the lifter body,
replace the lifter as an assembly (this requires crankcase disassembly). Replace lifter
assemblies which exhibit faulty snap rings, damaged socket cups, or appear to have
collapsed springs or plungers.

Figure 10-12. Lifter Assembly

37 Plunger 39 Snap Ring
38 Socket 40 Lifter Body

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10-7.4. Engine Cylinder Removal
WARNING
Turn the Ignition Switch OFF, disconnect the battery from the
engine and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Turn the Ignition Switch to the OFF position.
2. Disconnect the battery according to the airframe manufacturer's instructions.
3. Remove cowling and any airframe supplied accessories according to the airframe
manufacturer's instructions to gain access to the cylinder.
4. Disconnect all spark plug leads.
5. Remove the Induction System components according to with instructions in
Section 12-5.
6. Remove the exhaust system components according to the airframe manufacturer’s
instructions.
7. Remove the inter-cylinder baffles adjacent to the cylinder to be removed according
to instructions in Section 12-10.
8. Remove the rocker arm assemblies according to instructions in Section 10-7.1.
9. Remove the pushrod housing assemblies according to instructions in Section 10-7.2.
10. Tag the propeller with the warning, “DO NOT TURN PROPELLER.”
11. During engine cylinder component removal, inspect components for wear and
conformance to dimensional limits. Replace components based on the following:
a. Only parts that meet service limits may remain in service or be re-used.
b. If a part fails to meet a service limit tolerance, replace it with a part that meets
the specified service limits.
12. Using the appropriate wrenches, carefully remove the flange nuts (Figure 10-13) (2
and 3) from the cylinder base flange.
13. As the last pieces of fastening hardware are removed, cradle the cylinder in your
arm for support.
CAUTION: The piston will be damaged if allowed to drop as the
cylinder is withdrawn.
14. While supporting the cylinder, carefully pull the cylinder outward in a straight plane
with one hand, keeping the other hand free to catch the piston as the cylinder is
withdrawn to prevent damage to the crankcase or cylinder.

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35

Figure 10-13. Cylinder Flange Detail

15. Remove the cylinder base O-ring (35). Wrap the old cylinder base O-ring in a figure
8 pattern (Figure 10-14) around four of the crankcase studs and stretch the two
vertical segments of the O-ring over the connecting rod to secure it.

Figure 10-14. Cylinder Base O-ring used to secure the Connecting Rod
16. Remove the piston pin (Figure 10-15) (5) and piston (1) from the connecting rod.
Inspect the piston pin (5). Remove the piston rings (2, 3 & 4) with a piston ring
expander.

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Figure 10-15. Piston Assembly

17. Perform a static leak check to check the cylinder static seal (Figure 10-16).
a. Place a fiber drift on the rocker arm directly over the valve stem.
CAUTION: Do not allow the fiber drift to contact the valve spring
retainer or rotocoil.
b. Tap the drift several times with a hammer to dislodge any debris that may be
between the valve face and seat.
c. Invert the removed cylinder with the spark plug installed.
d. Fill the inverted cylinder bore with nonflammable solvent.
e. Look for leaks in the static seal area of the cylinder. Pay particular attention to
the barrel to cylinder head junction. If the cylinder head and barrel seal is
leaking, discard the cylinder. If the intake or exhaust seat seals or the spark plug
seals are leaking, note the discrepancy and perform the appropriate repairs in
Chapter 15.

Figure 10-16. Cylinder Static Seal

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18. Temporarily insert the rocker shaft (Figure 10-17) (26) in the cylinder head boss.
Secure the cylinder in a cylinder holding fixture. Use a valve spring compressor to
compress the intake valve assembly. Carefully remove and discard the two valve
spring keys (21) from the valve stem with long nose pliers.
19. Repeat step 18 to remove the exhaust valve spring keys. Remove the rocker arm
shaft from the boss.

Figure 10-17. Cylinder Valve & Spring Assembly

5 Intake Valve Seat Insert 9 Exhaust Valve Guide 17 Intake Valve Guide Seal 21 Valve Spring Key
6 Exhaust Valve Seat Insert 14 Intake Valve 18 Inner Valve Spring 26 Rocker Shaft
7 Helical Coil Insert 15 Exhaust Valve 19 Outer Valve Spring
8 Intake Valve Guide 16 Valve Spring Seat 20 Valve Spring Retainer

20. Remove the valve spring retainers (21), outer springs (19), inner springs (18) and
valve spring seats (16) from the cylinder.
21. Grasp the cylinder assembly by the valve stems and remove it from the holding
fixture. Place the cylinder assembly on its side and remove the valves (14 & 15)
from the cylinder.
22. Refer to Chapter 13 though Chapter 15 for instructions on cylinder disassembly,
cleaning, inspection and repair.
a. Clean the cylinder according to Section 14-1.2, “Cylinder Cleaning”
instructions.
b. Clean the piston (55) according to Section 14-1.3, “Piston Cleaning”
instructions
CAUTION: Do not use automotive-type piston scrapers to clean
piston ring lands.
c. Perform “Fluorescent Penetrant Inspection” and “Magnetic Particle Inspection”
according to instructions in Chapter 15.

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d. Perform a dimensional inspection on the cylinder, the piston, and components
according to the “Engine Cylinder Dimensional Inspection” instructions in
Section 10-7.5, using the “Cylinder Service Limits” in Section 10-7.5.1.
23. Assemble serviceable cylinders according to the “Engine Cylinder Assembly”
instructions in Section 16-5 and install the cylinder according to the “Cylinder
Installation” instructions in Section 10-7.6.
10-7.5. Engine Cylinder Dimensional Inspection
1. Inspect the “power stroke stress areas” according to instructions in Section 6-3.9.1,
“Cylinder Visual Inspections.”
2. Inspect cylinder bore dimensions according to the specifications in Section 10-7.5.1.
Grind cylinder bores that do not conform to the standard size dimensions to the next
oversize dimension up to 0.15 inches oversize maximum. (Refer to “Cylinder Bore
Honing” in Section 15-7.5.6 for cylinder barrel grinding and honing instructions.)
3. Inspect the cylinder base flanges for flatness with a straightedge and a feeler gauge.
If a flange exceeds 0.001 inches out of flat, replace the cylinder.
4. Inspect the intake and exhaust flange studs for security. If studs are loose, or bent or
if the threads are damaged or disfigured, determine the appropriate oversize stud and
replace according to instructions in Appendix C.
5. If the intake or exhaust flange studs are removed for replacement, dimensionally
inspect the stud holes using a thread gauge to determine the appropriate oversize
replacement stud.
6. Inspect the pushrods for cracks, nicks, burrs, pitting or corrosion. Inspect the rod
caps for cracks or erosion. Inspect the pushrods using “Cylinder Service Limits” in
Section 10-7.5.1. Verify the rod cap oil passages are clear and the bores meet service
limits. Inspect the pushrods length and cap diameter with a micrometer. Rotate the
pushrods on a surface plate to inspect for bends. The total runout service limit is
0.003" over the length of the pushrods.
7. Inspect pushrod housings for cracks, dents, bending or chafing damage; discard
pushrod housings exhibiting these conditions. Inspect pushrod housings for rust,
pitting or missing cadmium plating; discard pushrod tubes exhibiting these
conditions.
8. Inspect the inside diameter of the valve guides using the “Cylinder Service Limits”
in Section 10-7.5.1. Replace cracked, eroded, burned, or pitted valve guides or valve
guides which fail to meet service limits.
9. Inspect the valve seats for indications of burning, pitting erosion, or cracks. Check
the valve seat dimensions according to the “Cylinder Service Limits” in Section 10-
7.5.1. Replace valve seats that are cracked, eroded, burned or pitted or valve seats
that are not within the service limits according to instructions in Section 15-7.5.
10. Perform a visual inspection on the intake and exhaust valves; if the valve face is
mushroomed, or if the valve face exhibits seat pounding (face angle is concave), or
the valve exhibits burns, cracks, pitting, erosion, or corrosion, replace the valves.

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WARNING
Do not regrind intake or exhaust valves. Intake and exhaust
valves are heat treated during the manufacturing process to
meet hardness requirements. Grinding destroys the hardened
finish. Replace valves if the grind angle or surface finish does
not meet service limit specifications.
11. Using a V-block with a surface plate and a dial indicator, inspect each intake and
exhaust valve face for run out (eccentricity). Discard valves if they exceed
“Cylinder Service Limits” in Section 10-7.5.1 run-out specifications.
12. Inspect the length of the valve from tip to gauge line according to the dimensions in
“Cylinder Service Limits” in Section 10-7.5.1. Replace valves if the gauge line
length does not conform to the service limits.
13. Inspect the outside diameter of the intake and exhaust valve stems using a
micrometer and the “Cylinder Service Limits” in Section 10-7.5.1. Replace the
valve if the outside diameter of the valve stem measures less than the service limits.
14. Inspect the intake and exhaust valve head gauge line diameter using a micrometer
and the “Cylinder Service Limits” in Section 10-7.5.1. Replace the valve if the
gauge line diameter measure less than the service limit.
15. Perform a “Magnetic Particle Inspection” (Section 15-5) on the valves. Discard any
valve with cracks or indications of cracks.
16. Clean the valves using mineral spirits and air dry. When valves have dried, coat all
valve surfaces thoroughly with clean 50 weight aviation engine oil.
17. Visually inspect the connecting rods for corrosion pitting, rust, discoloration
(bluing), galling, impact damage, nicks, bending and twisting. Scrap connecting
rods with any of these indications.
18. Inspect connecting rod piston pin bushings for excessive wear or missing material.
Verify the bushing split line is no closer than 40 degrees to the connecting rod
centerline; replace piston pin bushings that fail to meet service limit specifications.
19. Dry fit the rocker arms in the rocker arm boss to dimensionally inspect the rocker
arm thrust width using “Cylinder Service Limits” in Section 10-7.5.1 specifications;
replace rocker arms which fail to meet service limits.
a. Inspect the rocker arm foot contact area for wear, galling, spalling, scoring, or
grooves; discard rocker arms exhibiting these conditions.
b. Inspect the rocker arm ball seat for wear and smoothness; discard rocker arms
with gouged, scratched, etched, pitted or mushroomed ball seats.
c. Inspect the thrust surfaces of the rocker arm shaft bore for displaced metal,
spalling, or galling; discard rocker arms exhibiting these conditions.
d. Inspect rocker arm exhibiting peeling copper plating, which can be a source of
contamination in oil and spectrographic oil analysis. Use a scotch-brite pad to
remove loose copper plating material.

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e. Inspect for and discard rocker arms with loose or missing oil passage drive
screws. Inspect rocker arm oil passages for obstructions. Use an oil squirt bottle
with clean 50 weight aviation engine oil to check oil passages for free flow.
Discard rocker arms with blocked oil passages which cannot be cleared with
solvent.
20. Inspect the Intake and Exhaust Valve Springs according to the “Cylinder Service
Limits” in Section 10-7.5.1. Replace valve springs which fail the dimensional
inspection or exhibit cracks, abnormal curvature or excessive wear.
21. Measure the diameter of the removed piston pin at three equally spaced points along
the length of the piston pin in comparison to the dimensions specified in Section 10-
7.5.1 Rotate the piston pin 90° and repeat the measurements. The piston pin must
meet the dimensional limits at each point, out of round is limited to 0.0002.” Discard
piston pins exceeding the dimensional limits or out of round tolerance.
22. Measure the piston pin bore inside diameter to verify it meets Section 10-7.5.1
dimensions. Insert the piston pin in the piston bore to verify the fit meets Section 10-
7.5.1 specifications.
23. Insert the piston rings in the cylinder, individually, with the ring part number to the
top of the cylinder, Use the piston to position the ring to the depth specified for ring
gap measurement in Section 10-7.5.1. If the piston ring fails to meet the ring gap,
side clearance or tension service limits, replace the piston ring according to
instructions in Section 15-7.5.15.

10-7.5.1. Cylinder Service Limits

Refer to the “Cylinder Assembly Service Limits” in Table 10-5 and corresponding Figure
10-18. Clean and dry the parts thoroughly according to “Engine Cleaning” instructions in
Section 14. Remove oil and preservative material before performing the dimensional
inspection. Discard and replace parts that do not conform to the specified tolerances.
WARNING
Use only parts that meet the specified service limits.
Table 10-5. Cylinder Assembly Service Limits
Dimensions (inches)
Index Part Service Minimum Maximum
Pistons, Rings, and Pins
1 Top Land in Cylinder bore...............................................diameter: 0.042 0.038L 0.042L
2 Second Land in Cylinder bore ........................................diameter: 0.038 0.034L 0.038L
3 Top of Skirt in Cylinder bore ...........................................diameter: 0.018 0.012L 0.015L
4 Bottom of Skirt (above oil control ring) in Cylinder bore .diameter: 0.0110 0.009L 0.012L
5 Top piston ring in groove ...................................... side clearance: 0.0040L 0.006L 0.008L
6 Second piston ring in groove................................ side clearance: 0.0040L 0.0045L 0.0065L
7 Oil Control ring in groove...................................... side clearance: 0.0065L 0.002L 0.004L

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Table 10-5. Cylinder Assembly Service Limits
Dimensions (inches)
Index Part Service Minimum Maximum
8 Top ring at 1  0.50” into cylinder barrel ................................ gap: 0.039 0.020 0.034
9 Second ring at 1  0.50” into cylinder barrel ........................ gap: 0.045 0.026 0.040
10 Oil control ring at 1  0.50” into cylinder barrel .................... gap: 0.033 0.012 0.028
11 Compression ring (closed to specified gap)......................tension: 8.0 lbs 9.0 lbs. 12.0 lbs.
12 Oil control ring (closed to specified gap)...........................tension: 10.0 11.0 lbs. 15.0 lbs.
13 Piston pin in piston......................................................... diameter: 0.0015L 0.0001L 0.0007L
14 Piston pin in connecting rod bushing ............................. diameter: 0.004L 0.0014L 0.0021L
15 Piston pin in cylinder..............................................end clearance: 0.080 0.010 0.32
16 Bushing in connecting rod ............................................. diameter: 0.0045T 0.0020T 0.0045T
17 Cylinder bore .................................................................. diameter See Figure 10-19
18 Cylinder bore .............................................................out-of-round See Figure 10-19
19 Cylinder bore ...................................................allowable oversize See Figure 10-19
20 Cylinder bore surface (nitrided barrel) ........................... diameter:
Cross hatch.......................................................................... angle -- 22° - 32° —
Finish (measured in direction of piston travel) (micro inches) -- 30 60
21 Cylinder barrel in crankcase .......................................... diameter: 0.110L 0.0030L 0.0120L
22 Intake valve seat insert in cylinder head........................ diameter: 0.0055T 0.0055T 0.0085T
23 Intake valve seat..................................................................width: Figure 10-20 0.0828 0.1001
24 Intake valve seat-to-valve guide .................................. axis angle: 45°30’
25 Intake valve guide in cylinder head................................ diameter: 0.0010T 0.0010T 0.0030T
26 Exhaust valve seat insert in cylinder head..................... diameter: 0.0055T 0.0050T 0.0080T
27 Exhaust valve seat...............................................................width: Figure 10-20 0.0608 0.0820
28 Exhaust valve seat-to-valve guide ............................... axis angle: 60°30’ 46° 00' 46° 15'
29 Exhaust valve guide in cylinder head ............................ diameter: 0.0010T 0.0010T 0.0030T
30 Rocker Shaft .................................................................. diameter: 0.6087 0.6082 0.6087
Rocker shaft in rocker arm bushing ..............................clearance: 0.006L 0.0010L 0.0025L
33 Rocker shaft in cylinder head boss...............................clearance: 0.002L 0.0002L 0.0015L
32 Rocker arm bushing bore .............................................. diameter: 0.719 0.810 0.813
Rocker arm bushing bore ....................................... surface finish: 80 80 ---
Rocker arm bushing – finish bore ........................inside diameter: 0.5955 0.7505 0.7515
Rocker arm bushing................................................. surface finish 32 32 ---
33 Rocker arm to support boss.................................. side clearance: 0.015 0.0020 0.0150
34 Rocker are-to-valve spring retainer ..............................clearance: 0.020 0.020 ---
35 Rocker arm .................................................................grind width: 0.34 --- 0.34
36 Rocker arm foot to valve stem (deflated lifter) ............... gear lash 0.200 0.030 0.110
37 Rocker arm ...........................................................................width 0.994 0.991 0.994
38 Intake valve guide................................................inside diameter: Figure 10-20 0.4350 0.4377
Intake valve in guide ...................................................... diameter: 0.005L 0.0010L 0.0040L

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Table 10-5. Cylinder Assembly Service Limits
Dimensions (inches)
Index Part Service Minimum Maximum
39 Exhaust valve guide ............................................ inside diameter: Figure 10-20 0.4375 0.4395
Exhaust valve in guide....................................................diameter: 0.005L 0.0025L 0.0040L
40 Pushrod ..............................................................................length: 10.787 10.797 10.827
T= Tight L= Loose

17, 18, 19 & 20 21

A B B

31 40

8, 9, 10, 11 & 12
SECTION A-A 22, 23 SECTION B-B
24, 25 & 39 3 1 2 4

13, 15

33
14, 16

5 6 7
28, 29, 38 26, 27

32, 33
36

37

35
34

Figure 10-18. Cylinder Assembly Service Limits

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INTAKE

63
6.077
Ø 0.3755 6.073
0.3745

O 0.001”
OUT OF ROUND NOT O 0.002”
TO EXCEED 0.001”
125
OUT OF ROUND
Ø 0.3755
0.3745 NOT TO EXCEED
0.002”
“X”
DIA.

40

EXHAUST

Figure 10-19. Cylinder Head and Barrel Service Limits

Table 10-6. Cylinder Barrel Service Limits

“X” Diameter (NEW)
(inches) “X” Diameter (inches)

Size Minimum Maximum Service Limits (max)

STD 4.0615 4.0635 4.0665
.0051 4.0665 4.0685 4.445

.0101 4.0715 4.0735 4.450

.0151 4.0765 4.0785 4.455

NOTE: Dimensions in the table above are shown in finish size after honing. Cylinder bore out of round service limit
must not exceed (service) 0.003 inches at measured diameters.
1. Requires use of corresponding oversize pistons and rings

Table 10-7. Valve Train Dimensions

Dimensions (inches)
Index Part Minimum Maximum
1 Intake valve face-to-stem........................................................ axis angle: 61°00' 60°15'
2 Exhaust valve face-to-stem..................................................... axis angle: 45°45’ 46°15'
3 Intake valve gauge line-to-stem .....................................................length: Figure 10-21 (Replace 100%)
4 Exhaust valve face-to-stem............................................................length: Figure 10-21 (Replace 100%)
5 Intake valve face-to-stem.............................................................. runout: 0.0000 0.0020
6 Exhaust valve face-to-stem........................................................... runout: Replace 100%

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Intake Valve Seat Exhaust Valve Seat

0.021
0.000 0.012
0.000
76° 61°
74° 59°

0.0 080
61°00’
0.0 080

45°45’

60
60

60°30’

0.
0.

45°15’
46° 31°
44° 29°

Ø 1.710 Ø 1.560
0.0 35

1.540
25

1.690
0 .0

Figure 10-20. Valve Seat Insert Dimensions

Ø 0.3317 Ø 0.3347
0.3257 0.3287

3.963 3.951
3.953 3.941
16

16

0.42 0.3720
Ø Ø
0.40 0.3712

0.1358 0.1358
0.0957 GAUGE LINE 25 0.1224 GAUGE LINE 25
0.1240 0.1240
0.0854 0.1124

1.4567
Ø 1.641 Ø
1.200
1.76 61-61°15’ 1.575 46-46°15’
Ø Ø
1.75 1.565

Intake Valve Exhaust Valve

Figure 10-21. Valve Service Limits

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10-7.6. Cylinder Installation
Replace worn or out of tolerance components based on the following criteria:
• Only allow parts that meet the service limits may remain in service.
• If a part has reached a service limit tolerance, it must be replaced with a part that con-
forms to the specified new part tolerances or service limits.
• Clean the cylinders according to Section 14-1.1, “Cylinder Cleaning” instructions.
• Clean pistons according to Section 14-1.2, “Piston Cleaning” instructions.
• Perform fluorescent penetrant, magnetic particle, and dimensional inspections on spec-
ified cylinder and piston parts according to instructions in Chapter 15.
• Assemble cylinders which meet the inspection criteria and service limits with service-
able pistons and new piston rings.
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power.
2. Thoroughly clean the cylinder deck, stud and nut threads with Stoddard solvent and
a narrow brush. The deck and stud holes must be free of damage, dirt or debris.
3. Lubricate cylinder through bolt and deck stud threads using clean 50 weight aviation
engine oil.
4. Inspect a new cylinder base packing (Figure 10-13) (35) for cracks or deformities.
2

35

Figure 10-13 repeated for reference

WARNING
Do not apply any form of sealant to the crankcase cylinder
deck, chamfer, cylinder mounting flange, cylinder base O-ring,
or cylinder fastener threads. The use of RTV, silicone, Gasket
Maker or any other sealant on the areas listed above during
engine assembly will cause a loss of cylinder deck stud or
through-bolt torque. Subsequent loss of cylinder attachment
load, loss of main bearing crush and/or fretting of the
crankcase parting surfaces will occur. The result will be
cylinder separation, main bearing movement, oil starvation and

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catastrophic engine failure. USE ONLY CLEAN 50 WEIGHT
AVIATION ENGINE OIL ON SURFACES LISTED.
5. Lubricate the serviceable, new cylinder base packing (35) with clean 50-weight
aviation engine oil and install the new cylinder base packing on the cylinder base
flange; verify the packing is not twisted on the cylinder base flange after installation.
6. Install a conforming piston pin (Figure 10-15) (5) with serviceable piston (1) and
serviceable piston rings (2, 3 & 4) partially in the cylinder bore.

Figure 10-15 repeated for reference

7. When installing the piston on the connecting rod, use care not to drop the connecting
rod on the cylinder deck to avoid damaging the crankcase cylinder deck. Carefully
rotate the crankshaft, placing the connecting rod of the cylinder being installed in
the outermost position. Remove the packing (Figure 10-14) that was installed for
connecting rod support.
8. Back the piston pin (Figure 10-15) (5) out far enough to install the piston (1) on the
connecting rod. Align the cylinder and piston with the connecting rod.
9. Align the connecting rod with the piston pin bore and slide the piston pin (5)
through the piston and connecting rod.
10. Compress the oil control ring with a ring compressor; push the cylinder until the
piston ring enters the cylinder barrel.
11. Remove the ring compressor and push the cylinder assembly against the crankcase
cylinder deck with the stud holes aligned.
12. While supporting the cylinder, install, but do not torque, the cylinder flange nuts
(Figure 10-13)(2 and 3).
13. Torque the cylinder fastening hardware according to the “Cylinder Torque”
instructions in Section 10-7.10.
14. Install the pushrod housings according to instructions in Section 10-7.8.
15. Install the rocker arms according to instructions in Section 10-7.9.
16. Install the Induction System components according to instructions in Section 17-14.

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17. Install the spark plugs and ignition harness according to the “Ignition System
Maintenance” instructions in Section 6-3.8.
18. Install the Exhaust System according to the airframe manufacturer’s instructions.
19. Install the Inter-cylinder baffles according to instructions in Section 17-3.3.
20. Install the baffle supports, perimeter baffles, and airframe-supplied accessories, as
required, according to the airframe manufacturer's instructions.
CAUTION: Service the engine with SAE J-1966 mineral oil for
engine break-in.
21. Service the engine with mineral oil according to instructions in Section 6-3.7.
22. Install the aircraft cowling and airframe-supplied accessories according to the
airframe manufacturer’s instructions.
23. Perform an “Engine Operational Check” according to instructions in Section 6-3.6.
24. Perform the “25-Hour Initial Operation Inspection” in Section 6-3.1 after the first 25
hours of engine operation. When oil consumption has stabilized, replace the mineral
oil with ashless dispersant aviation engine oil according to Section 6-3.7.
25. After 25 hours of operation, complete the steps in the “25-hour Initial Operation
Inspection” in Chapter 7, Maintenance Inspections.
10-7.7. Lifter Installation
1. Perform the dimensional inspection listed in Section 10-7.5 that apply to the lifters,
pushrod housings and pushrods. Replace parts which fail to meet service limits.
2. Gather the replacement parts necessary to satisfy the “100% Parts Replacement
Requirements” criteria in Section C-2.3.
3. Install the serviceable plunger (Figure 10-12) (37) and socket (38) in the lifter body
(40) from which they were removed and secure with a new snap ring (39). Install
new plungers and sockets and snap rings to replace those which failed inspection.
4. Install the pushrod housings according to instructions in Section 10-7.8.
5. Install the rocker arms according to instruction in Section 10-7.9.

Figure 10-12 repeated for reference

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10-7.8. Pushrod Housing Installation
1. Apply Part No. 642188 (Copper Coat) Gasket Sealant to both sides of a new gasket
(Figure 10-11) (44) and install the pushrod housing adapter (43) with a new gasket
(44) on the crankcase. Secure the adapter with three sets of washers (47), new lock
washers (30), and nuts (42). Torque the nuts (42) to Appendix B specifications.
2. Using a Borroughs 68-3 Pushrod Spring Compressor (Section 3-1, “Special Tools”)
or equivalent, compress the pushrod tube spring (45) on the pushrod housing (12).
3. Sandwich a new packing (49), lubricated with clean 50-weight aviation engine oil,
between two steel washers (46) and slide the assembly on the crankcase end of the
pushrod housing (12).
4. Insert the crankcase end of the pushrod housing, with spring, washers and packing in
place, in the pushrod housing adapter (43).
5. While the spring is compressed and the housing is inserted in the adapter, install a
new O-ring (48), lubricated with clean 50-weight aviation engine oil, on the cylinder
end of the pushrod housing (12).
6. Guide the pushrod tube housing into the cylinder head opening and slowly release
the tension on the spring pushrod spring compressor.
7. Remove the Pushrod Spring Compressor Tool and verify the O-ring (37), packing
(49), and washers (46) are properly positioned.

Figure 10-11 repeated for reference

8. Install the pushrods, rocker arms, and rocker covers according to instruction in
Section 10-7.9.
9. Install any airframe equipment, accessories, and cowling removed to facilitate lifter
replacement according to the airframe manufacturer’s instructions.
10. Perform an “Engine Operational Check” according to instructions in Section 6-3.6.

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10-7.9. Rocker Arm Installation
1. With the engine upright, lubricate the pushrods (Figure 10-10) (41) with clean 50-
weight aviation engine oil and install the pushrods (41) in their respective housings
(12).
2. Bleed the lifters and lubricate the rocker arms (22) and rocker shaft (25) with clean
50-weight aviation engine oil.
3. Position the crankshaft so the piston is at top dead center and both intake and
exhaust valves of the cylinder being assembled are closed.
CAUTION: Intake and exhaust rocker arms are not interchangeable.
Exhaust rocker arms feature an oil orifice (Figure 10-9) to lubricate
the exhaust valve stem; the intake rocker arm has no oil orifice.

Oil orifice

Figure 10-9 repeated for reference

4. Slide the rocker shaft (Figure 10-10) (25) in the cylinder head rocker shaft boss from
the intake side of the cylinder. Align the intake rocker arm (23) bore with the
cylinder head boss and slide the rocker shaft through the center rocker shaft boss.
5. Align the exhaust rocker arm (22) bore with the cylinder head boss and slide the
rocker shaft through the center rocker shaft boss.
6. Measure and compare the dry valve gear lash at the valve tip to the rocker foot to the
service limits in Section 10-7.5.1. If the clearance does not conform to the service
limits, disassemble the pushrod assembly and replace the plunger (37), socket (38)
and snap ring (39).
7. Check the rocker arm-to-retainer clearance (Figure 10-22) with the valve in the
closed position and the foot of the rocker in contact with the valve stem tip.

GRIND UNDERSIDE, IF REQUIRED, TO

MAINTAIN MINIMUM CLEARANCE

0.020
MINIMUM
Figure 10-22. Rocker Arm to Valve Spring Retainer Clearance

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8. If necessary, smoothly grind the underside of the rocker arm to attain the specified
minimum clearance according to “Rocker Arm-to-Retainer Clearance” in
Section 15-7.5.18.
9. Align the threaded hole in the rocker shaft with the screw hole in the center rocker
shaft boss. Install a bolt (Figure 10-10) (27) and washer (26) through the hole in the
center rocker shaft boss and torque the bolt (27) to Appendix B specifications.
10. Install the rocker covers (28) with new rocker cover gaskets (27) on the cylinder
head and secure with six fillister head screws (31), new lock washers (30) and
washers (29). Torque the screws to Appendix B specifications.
11. Install the airframe cowling according to the airframe manufacturer's instructions.
12. Perform an “Engine Operational Check” according to instructions in Section 6-3.6.

Figure 10-10 repeated for reference

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10-7.10. Cylinder Torque
CAUTION: This cylinder torque procedure is for single cylinder
installation. For complete engine assembly and torque, refer to
instructions in Chapter 17.
Proper cylinder installation requires adherence to the torque sequence listed below using
two people:
1. Lubricate the cylinder base stud threads, through bolt threads and nut threads on
BOTH sides of the engine with clean, 50-weight aviation oil.
WARNING
Failure to torque through bolt nuts on both sides of the engine
may result in a loss of main bearing crush, main bearing shift,
crankshaft fracture, and engine failure.
Do not apply any form of sealant to the crankcase cylinder
deck, chamfer, cylinder mounting flange, cylinder base O-ring,
or cylinder fastener threads. The use of RTV, silicone, Gasket
Maker or any other sealant on the areas listed above during
engine assembly will cause a loss of cylinder deck stud or
through-bolt torque. Subsequent loss of cylinder attachment
load, loss of main bearing crush and/or fretting of the
crankcase parting surfaces will occur. The result will be
cylinder separation, main bearing movement, oil starvation and
catastrophic engine failure. USE ONLY CLEAN 50 WEIGHT
AVIATION ENGINE OIL ON SURFACES LISTED.
2. Install and torque the through bolt nuts and cylinder base nuts to one half (1/2) of the
final torque value specified in Appendix B in the sequence shown in Figure 10-23.
3. Torque the through bolt nuts and cylinder base nuts to the full final torque value
specified in Appendix B in the sequence shown in Figure 10-23. Torque the through
bolt nuts on both sides of the engine (even if only one cylinder is being installed).

Figure 10-23. Single Cylinder Torque Sequence

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10-8. Crankshaft Nose Oil Seal Replacement
Replace the crankshaft nose oil seal if it is damaged or if the following conditions exist:
• Ram air is entering the engine interior
• Oil leaks from the nose seal or nose seal retainers
10-8.1. Crankshaft Nose Oil Seal Removal
WARNING
Turn the Ignition Switch OFF, disconnect the battery from the
engine and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Turn the Ignition Switch OFF and disconnect engine electrical power.
2. Disconnect all spark plug leads.
3. Set the brakes and block the aircraft wheels.
4. Ensure that aircraft tie-downs are installed and the cabin door latch is open.
5. Remove the propeller according to the propeller and airframe manufacturers’
instructions.
CAUTION: Do not scratch, mar, or damage the crankshaft or
crankcase while removing the crankshaft nose oil seal.
6. Remove the crankshaft nose oil seal, (made up of two components, a seal and
spring, shown in Figure 10-24). The seal was installed using Gasket Maker, gentle
force may be required to extract the seal parts from the counterbore.
7. Clean the Gasket Maker residue out of the counterbore recess using a chlorinated
solvent such as Loctite Chisel or methylene chloride followed by a naptha solvent
such as Loctite ODC-Free Cleaner and Degreaser. Remove all residue and debris
from the bore.
8. Restore the crankshaft helix pattern according to instructions in Section 15-7.8.2.1.

Figure 10-24. Crankshaft Nose Oil Seal Parts

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10-8.2. Crankshaft Nose Oil Seal Installation
WARNING
Turn the Ignition Switch OFF, disconnect the battery from the
engine and confirm continuity between the magneto capacitor
and aircraft ground before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Prepare the exposed portion of the crankshaft with a fresh helix pattern according to
instructions in Section 10-8.
2. Remove the new spring from the new crankshaft nose oil seal.
3. Unhook the spring ends using an unwinding motion.
4. Verify the seal spring length matches the dimension specified in Figure 10-24. If the
spring length is not within this tolerance, replace it.
5. Place the spring around the crankshaft in the helix area.
6. Hook the two spring ends to one another.
7. Apply Shell Alvania No. 2 Grease to the lip of the new seal and the propeller flange.
8. Install the seal on the crankshaft with the oil seal cavity facing inward.
9. Verify the outer diameter of the oil seal is clean and dry.
10. Install the spring in the oil seal cavity.
11. Apply Part No. 654663 Gasket Sealant to the mating crankcase flange.
12. Spray Part No. 653692 Gasket Sealant Primer on the oil seal counterbore and allow
it to dry for 1 to 2 minutes.
13. Apply a translucent coat of Part No. 646942 Gasket Maker on the wall of the oil seal
counterbore. Refer to Gasket Maker application instructions in Appendix C.
14. Using thumb pressure, work the seal into the crankcase counterbore with the oil seal
split line positioned at the 10 or 2 o'clock position.
15. After the seal is in place, wipe any remaining sealant from the seal and crankshaft.
16. Spray the exposed portion of the lightly scratched crisscross area with aluminum
primer and allow it to dry.
17. Inspect the propeller according to the propeller manufacturer’s and airframe
manufacturer’s instructions.
18. Install the propeller according to the propeller manufacturer’s and airframe
manufacturer’s instructions.
19. Perform a normal “Engine Start”(Section 7-3.2) and “Ground Run-up”(Section 7-
3.2). Run the engine for a minimum of five minutes to reach normal operating
temperatures. Shut down the engine according to the “Engine Shutdown”(Section 7-
3.4) instructions and inspect the Crankcase Nose Oil Seal area for leaks.

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10-9. Crankcase Repair
See Section 15-7.7, “Crankcase Overhaul Repair.”

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Chapter 11. Engine Overhaul Introduction
11-1. Engine Overhaul
During overhaul, all engine parts and accessories are removed, cleaned and inspected.
Specified parts are replaced while others may be restored according to product
specifications. All engine parts and accessories must conform with the engine and
accessory manufacturer's specifications prior to being re-installed on the engine. The
intent of overhaul is to restore the engine to a condition conforming to its type certificate
and be in compliance with Federal Aviation Regulations.
Information in this manual defines practices for overhauling engines. Chapters are
arranged in sequential order of tasks to be performed during overhaul starting with engine
removal and disassembly, followed by component disassembly, cleaning, inspection and
repair, component assembly, engine assembly and installation, and post-overhaul testing.
Overhaul procedures in this manual apply only to the engines for which it is written and
not the aircraft. Overhaul procedures described herein must be complied with in addition
to all aircraft manufacturer and accessory manufacturer overhaul requirements.
New part limits essential to performing an engine overhaul applicable to engines covered
in this manual are provided in Appendix D. Torque Specifications for all fasteners on the
engine are located in Appendix B. Appendix C contains standard practices for recurring
common procedures, like cotter pin and safety wire installation, and helical coil
replacement. These sections will be referred to often throughout the procedures.
This manual does not contain overhaul requirements for engines modified by installation
of components or systems under supplemental type certificate.
11-2. Overhaul Schedule
Recommended engine time between overhaul (TBO) is determined by the engine model
certification data submitted to and accepted by the FAA. Refer to the “Recommended
Time Between Overhaul” entry under the “General” heading for the engine model in
Section 2-3, “Engine Specifications” to determine when to overhaul your engine model.

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11-3. Overhaul Sequence
Perform engine overhaul in the sequence described in Table 11-1.
Table 11-1. Overhaul Sequence
Action Reference
1. Remove the engine from the airframe. Section 5-1, “Engine Removal”
2. Disassemble the engine. Chapter 12, “Engine Disassembly”
3. Disassemble engine components. Chapter 13, “Component Disassembly”
4. Clean engine parts. Chapter 14, “Engine Cleaning”
Perform inspections and complete the Overhaul Inspection Checklist:
5. Inspect engine parts for serviceability. Chapter 15, “Overhaul Inspection and Repair”
Appendix D, “Overhaul Dimensional Limits”
6. Repair or replace unserviceable parts or
parts identified as 100% replacement parts Repair or replace parts specified in Section 15-7, “Overhaul Repair”
or mandatory overhaul replacement parts.
7. Apply protective coating to engine parts. Section 14-4, “Protective Coatings”
8. Assemble the engine components. Chapter 16, “Component Assembly”
9. Assemble the engine. Chapter 17, “Engine Assembly”
10. Install the engine in the airframe. “Section 5-2, “Engine Installation”
11. Test the overhauled engine. Chapter 18, “Post-Overhaul Test and Adjustments”

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11-4. Overhaul Checklists
Overhaul Checklists serve as guides during the overhaul process of disassembly,
inspection, mandatory component replacement, refurbishing and assembly. Checklists
provide a comprehensive record of the overhaul procedures:
• “Engine Removal and Disassembly Checklist” , Table 11-2
• “Engine Overhaul Visual Inspection Checklist” , Table 11-3
• “Fluorescent Penetrant Inspection Checklist” , Table 11-4
• “Magnetic Particle Inspection Checklist” , Table 11-5
• “Dimensional Inspection Checklist” , Table 11-6
• “Engine Cylinder Overhaul Inspection Checklist” , Table 11-7
• “Engine Drive Train Inspection Checklist” , Table 11-8
• “Replacement Parts Inventory” , Table 11-9

Overhaul inspection items listed in the checklists contain references to the procedures
containing the overhaul actions required when overhauling engines covered by this
manual. For convenient reference, make a copy of the checklists and complete them
during engine overhaul.
Perform items listed in the checklists, according the referenced procedures to remove,
disassemble, and repair components on an engine which has reached Time between
Overhaul (TBO):
Section 5-1, “Engine Removal”
Section 12, “Engine Disassembly”
Section 13, “Component Disassembly”
Section 14, “Engine Cleaning”
Section 15, “Overhaul Inspection and Repair”
During the overhaul process, assemble, install, and test the overhauled engine according to
instruction in the following chapters:
• Section 16, “Component Assembly”
• Section 17, “Engine Assembly”
• Section 5-2, “Engine Installation”
• Section 18, “Post-Overhaul Test and Adjustments”

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Table 11-2. Engine Removal and Disassembly Checklist
Overhaul Step Initials Findings
Complete a Cylinder Visual Inspection (Section 6-3.9.1)
Document results on the “Cylinder Inspection Checklist”
(Table 6-13).
Complete a Cylinder Differential Pressure Test. (Section 6-
3.9.2).
Document results on the “Cylinder Inspection Checklist”
(Table 6-13).
Remove the engine from the airframe (Section 5-1).
Remove the Ignition System (Section 12-2).
Remove the Fuel Pump Cover (Section 12-3).
Remove the Induction System (Section 12-4).
Remove the Oil Cooler Adapter (Section 12-5).
Remove the Starter Assembly (Section 12-6).
Remove the Alternator(s) (Section 12-7).
Remove the Oil Sump (Section 12-8).
Remove the Accessory Case (Section 12-9).
Remove the Intercylinder Baffles (Section 12-10).
Remove the Engine Cylinders and Pistons (Section 12-11).
Disassemble the Ignition System (Section 13-1).
Disassemble the Accessory Case (Section 13-3).
Disassemble the Oil Cooler Adapter (Section 13-4).
Disassemble the Induction System (Section 13-5).
Disassemble the Crankcase (Section 13-6).
Disassemble the Drive Train (Section 13-7).
Disassemble the Engine Cylinders (Section 13-8).
Perform a visual inspection prior to cleaning the engine parts
(Section 15-3).
Clean engine parts (Section 14-1).
Perform detailed visual parts inspection (Section 15-3 and
Table 11-3).
Perform Fluorescent Penetrant Inspections (Section 15-4).
Perform Magnetic Particle Inspections (Section 15-5).
Perform Dimensional Inspections (Section 15-6).
Perform authorized overhaul repairs (Section 15-7).
Assemble the alternator (Section 16-2).
Assemble the Induction System (Section 16-3).
Assemble the Lubrication System (Section 16-4).
Assemble the Engine Cylinders (Section 16-5).
Assemble the Accessory Case (Section 16-6).
Assemble the Crankcase (Section 16-7).
Assemble the engine drive train (Section 16-8).
Seal and thread the crankcase (Section 17-2.1).

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Table 11-2. Engine Removal and Disassembly Checklist
Overhaul Step Initials Findings
Install the Drive Train (Section 17-2.2).
Install the Crankcase hardware (Section 17-2.3).
Install the Engine Cylinders (Section 17-3).
Torque the Crankcase and Cylinders (Section 17-3.1).
Install the Crankcase Nose Oil Seal (Section 17-3.2).
Install the Valve Train (Section 17-4).
Install the Oil Cooler Adapter (Section 17-5).
Install the Vacuum Pump Adapter Pad Cover (Section 17-6).
Install the Accessory Case (Section 17-8).
Install the Alternator (Section 17-9).
Install the Starter (Section 17-10).
Install the Engine Mount Isolators (Section 17-11).
Install the Oil Sump (Section 17-12).
Install the Exhaust System (Section 17-13).
Install the Induction System (Section 17-14).
Install the Ignition System (Section 17-15).
Install the engine in the airframe (Section 5-2).
Complete Post-Overhaul Test and Adjustments (Section 18).

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Table 11-3. Engine Overhaul Visual Inspection Checklist
Inspection Item Initials Findings
Complete the cursory visual inspection according to Section 15-3 during disassembly to avoid cleaning parts which
ultimately will be replaced. After disassembly and cleaning, inspect all parts which are not identified as 100%
replacement items (Ref. Section C-2.3) or mandatory replacement items during overhaul (Ref. Section C-2.4). Collect
faulty part (not required overhaul replacements) information at the end of each subsystem for a replacement parts list.
Induction System
Inspect induction tubes, risers, and intake manifold for cracks,
dents, and chafing.
Check tube ends and flanges on the surface plate for warpage
or deformities.
Inspect fittings and hardware on the induction system for
damaged threads or stripped heads.
Inspect tapped holes and helical coils on the induction system
(including aftercooler) for distorted or stripped threads, cracks
or dents.
Inspect the induction brackets, manifold, throttle, and
induction tubes with a 10X magnifying glass.
Replacement Part Description Part Number Reason

Exhaust System
Inspect exhaust system according to the airframe
manufacturer's instructions.
Exhaust System Replacement Part Description Part Number Reason

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Table 11-3. Engine Overhaul Visual Inspection Checklist
Inspection Item Initials Findings
Lubrication System
Inspect the oil pump driver and driven gear shafts for security
and scoring.
Inspect the oil pressure relief valve plunger for scoring and
nicks and the face for roughness.
Inspect the oil sump and sump bolt holes.
Inspect the oil drain plug boss and drain plug for damaged
threads and damaged wrench flats.
Inspect the oil suction tube assembly for dents, cracks,
distorted or restricted openings.
Inspect the oil pump housing and tachometer drive housing
studs for distorted or stripped threads.
Inspect the lubrication system fastening studs.
Replacement Part Description Part Number Reason

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Table 11-3. Engine Overhaul Visual Inspection Checklist
Inspection Item Initials Findings
Engine Cylinders
Inspect for obvious cracks, missing or bent fins. Inspect the
studs for corrosion, distortion, stripped or incomplete threads,
or looseness.
Inspect the cylinders using Table 11-7, “Engine Cylinder
Overhaul Inspection Checklist” .
Replacement Part Description Part Number Reason

Crankcase
Inspect for obvious cracks, missing or bent hardware.
Inspect fasteners for loose or bent studs and damaged
threads
Inspect interior after disassembly for worn, scored, or
otherwise damaged journals.
Replacement Part Description Part Number Reason

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Table 11-3. Engine Overhaul Visual Inspection Checklist
Inspection Item Initials Findings
Accessory Case
Inspect for obvious cracks, missing or bent hardware.
Inspect fasteners for loose or bent studs and damaged
threads
Inspect interior after disassembly for worn, scored, or
otherwise damaged journals.
Replacement Part Description Part Number Reason

Engine Drive Train

Inspect the drive train components using the “Engine Drive
Train Inspection Checklist” (Section 11-8)
Replacement Part Description Part Number Reason

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Table 11-4. Fluorescent Penetrant Inspection Checklist

Inspect clean, aluminum or non-ferrous metal parts IAW ASTM E1417, E1208, E1209, and E1219. Use Type I,
Penetrant Method A, B, C, or D and the “Fluorescent Penetrant Inspection” instructions in Section 15-4.
Inspection Item Focus Initials
General Pay particular attention to:
Look for discontinuities such as: •Bearing bosses.
•Fatigue cracks •Mounting flanges.
•Grinding •Shaft bores.
•Cracks from heat treatment or brittle- •Mating surfaces where hardware has been previously torqued.
ness •Areas where oil seals or bushings are pressed in or seated.
•Seams •Look for indications of weakness in corners, edges, holes, or fillets. Iden-
•Laps or ruptures tify parts that contain linear indications that cannot be reworked.
Cylinders Pay particular attention to:
•Rocker boss areas
•Valve seat insert areas
•Valve guide areas
•Intake and exhaust flanges
•Intake and exhaust ports
•Between cylinder head cooling fins
•Cylinder-to-barrel mating area
•Mounting flanges
•Mounting flanges
Alternator housing
•Bolt holes
Pay particular attention to:
•Cylinder-to-barrel mating area
•Bearing bosses
Crankcase and Accessory Case •Mounting flanges
•Shaft bores
•Through-bolt hole areas
•Crankcase/crankshaft exit area
•oil seals or bushing seats
•Mounting flanges
Aluminum alloy brackets
•Bolt holes
•Mounting flanges
Aluminum alloy Induction System
•Bolt holes
components
•Studs
•Bearing bosses
•Oil pump cavity area
Oil pump housing
•Mounting flanges
•Oil seal or bushing seats
•Oil pump cavity area
Oil pump cover
•Mounting flanges
•Mounting flanges
Oil cooler adapter
•Oil seal or bushing seats

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 Engine Overhaul Introduction
Table 11-4. Fluorescent Penetrant Inspection Checklist
Inspect clean, aluminum or non-ferrous metal parts IAW ASTM E1417, E1208, E1209, and E1219. Use Type I,
Penetrant Method A, B, C, or D and the “Fluorescent Penetrant Inspection” instructions in Section 15-4.
Inspection Item Focus Initials
•Mounting flanges
Cast aluminum oil sump
•Bolt holes
•Mounting flanges
Oil filter adapter •Bolt holes
•Studs
Record parts which do not pass the inspection on Table 11-9, “Replacement Parts Inventory,” on page 21 for an
accurate inventory of required parts to rebuild. Mark the faulty parts as defective and discard.

Table 11-5. Magnetic Particle Inspection Checklist

Use the fluorescent method wet continuous procedure on all ferrous parts. Follow the latest ASTM E1444 procedure
and the “Magnetic Particle Inspection” instructions in Section 15-5.
Inspection Item Initials Inspector Notes
Crankshaft
•Journals
•Fillets
•Oil holes
•Thrust flanges
•Prop flange
Cylinder Barrels
•Fin tips
•Fin roots
Camshaft
•Lobes
•Journals
•Drilled hole edges
Rocker arms
•Pad
•Socket under side arms and boss
Lubrication System:
•Oil pump gears
•Bevel gears
•Crankshaft gears
•Camshaft gear
Connecting rods (Section 15-5.1)
Record parts which do not pass the inspection on Table 11-9, “Replacement Parts Inventory,” on page 21 for an
accurate inventory of required parts to rebuild. Mark the faulty parts as defective and discard.

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Table 11-6. Dimensional Inspection Checklist
Reference “Dimensional Inspection” (Section 15-6) and “Overhaul Dimensional Limits” in Appendix D

Inspection Item Dimension Initials

Crankcase (Section 15-6)

Crankshaft in main bearing diameter
(A)
Crankshaft in main bearing diameter
(B)
Crankshaft in main bearing diameter
(C)
Crankshaft in thrust bearing end
clearance
Camshaft in crankcase diameter
Camshaft in crankcase end
clearance
Starter jack adapter plug bore
Crankshaft front journal bore
Crankshaft rear journal bore
Crankshaft intermediate journal
bore
Thrust washer lands diameter
Camshaft bore diameter
Tappet guides diameter 1 2 3 4
Intake

Exhaust
Camshaft Journal Bore Diameter
Camshaft journal diameter 1
Camshaft journal diameter 2
Camshaft journal diameter 3

Connecting Rods (Section 15-6.2)

Bushing bore diameter (bushing not
installed)
Bushing center to crankpin center
Pin bushing after installation and
reaming
Crankpin bore ID

Crankshaft end width

Bushing in connecting rod diameter

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Table 11-6. Dimensional Inspection Checklist
Reference “Dimensional Inspection” (Section 15-6) and “Overhaul Dimensional Limits” in Appendix D

Inspection Item Dimension Initials

Bolt in connecting rod diameter
Connecting rod bearing on crankpin
diameter
Connecting rod on crankpin end
clearance
Connecting rod bearing and bushing
twist or convergence per inch of
length
Hydraulic tappet in crankcase
diameter
Piston pin in connecting rod bushing
diameter

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Table 11-6. Dimensional Inspection Checklist
Reference “Dimensional Inspection” (Section 15-6) and “Overhaul Dimensional Limits” in Appendix D

Inspection Item Dimension Initials

Drive Train (Section 15-6.2)
Crank pins out of round
Main journals out-of-round
Crankshaft front journal
Crankshaft rear journal diameter
Crankshaft intermediate journal
diameter
Crankshaft front journal diameter
Crankpin diameter
Crankshaft run-out at center main
journals (shaft supported at thrust
and rear journal) full indicator
reading
Taper over crankshaft journal width
Crankshaft run-out at propeller
flange (when supported at front and
rear main journals) full indicator
reading
Crankshaft gear on crankshaft
diameter
Camshaft run-out at center journals
(shaft support at end journals) full
indicator reading
Camshaft gear on camshaft flange
diameter
Camshaft gear backlash
Connecting rod side clearance

Engine Cylinders (Section 15-6.3) 1 2 3 4

Cylinder bore
Cylinder bore out-of-round
Cylinder bore – allowable oversize
Cylinder bore surface (Nitrided
Barrels)
Cross hatch angle
Finish in micro-inches Ra
Cylinder barrel in crankcase
diameter

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Table 11-6. Dimensional Inspection Checklist
Reference “Dimensional Inspection” (Section 15-6) and “Overhaul Dimensional Limits” in Appendix D

Inspection Item Dimension Initials

Engine Cylinders (cont.) 1 2 3 4
Intake valve seat insert in cylinder
head diameter
Intake valve guide in cylinder head
diameter
Exhaust valve guide in cylinder
head diameter
Exhaust valve seat insert in cylinder
head diameter
New intake valve seat width
New exhaust valve seat width
Rocker shaft in cylinder head
bosses diameter
Rocker arm bushing bore diameter
Rocker arm bushing inside diameter
– finish bore
Rocker arm side clearance
Intake valve guide inside diameter
Intake valve in guide diameter
Exhaust valve guide inside diameter
Exhaust valve in guide diameter
Rocker arm foot to valve stem (dry
valve gear lash)
Piston, graphite coated (bottom of
skirt) in cylinder diameter
Top piston ring in groove side
clearance
Second piston ring in groove side
clearance
Third piston ring in groove side
clearance
Top ring gap
Second ring gap
Third ring gap
Piston pin in piston diameter
Piston Pin diameter
Piston pin in cylinder end clearance
Piston pin in connecting rod bushing
diameter

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Engine Overhaul Introduction
Table 11-6. Dimensional Inspection Checklist
Reference “Dimensional Inspection” (Section 15-6) and “Overhaul Dimensional Limits” in Appendix D

Inspection Item Dimension Initials

Engine Cylinders (cont.) 1 2 3 4
Bushing in connecting rod diameter
Connecting rod bearing on crankpin
diameter
Connecting rod on crankpin end
clearance
Connecting rod bearing and bushing
twist or convergence per inch of
length
Hydraulic tappet in crankcase
diameter
Cylinder assembly intake valve
guide bore
Cylinder assembly exhaust valve
guide bore
Intake valve stem diameter
Exhaust valve stem diameter
Piston diameter at top
Piston diameter below 1st groove
Piston diameter at bottom
Piston pin bore diameter
Piston third ring groove width
Piston pin length w/plugs
Rocker arm thrust width
Cylinder dimension STD D
Cylinder dimension 0.005 D
Cylinder dimension STD X

Lubrication System (Section 15-6.5)

Oil pump gears in housing end
clearance
Oil pump gears in housing diameter
Oil pump gear shafts in accessory
case and plate diameter
Oil pump driver gear cavity diameter
Oil pump driver gear shaft diameter
Oil pump driven gear cavity
diameter
Oil pump driven gear shaft diameter

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 Engine Overhaul Introduction
Table 11-6. Dimensional Inspection Checklist
Reference “Dimensional Inspection” (Section 15-6) and “Overhaul Dimensional Limits” in Appendix D

Inspection Item Dimension Initials

Oil pump gear cavity depth
Square drive to camshaft gear
clearance
Oil pump driver gear to driven gear
backlash
Oil pressure relief valve spring
compressed to 1.58 inch load

Alternator (Section 15-6.6) Overhaul according to manufacturer’s instructions

Stud Height Settings (Section 15-6.6)

Oil Filter to Adapter (1)
Oil Filter Adapter to Acc. Case (1)
Oil Filter Adapter to Acc. Case (2)
Starter to Accessory Case (1)
Starter to Accessory Case (2)
Magneto to Accessory case (1)
Magneto to Accessory case (2)
Magneto to Accessory case (3)
Magneto to Accessory case (4)
Alternator to accessory case (1)
Alternator to accessory case (2)
Alternator to accessory case (3)
Oil sump to accessory case (1)
Oil sump to accessory case (2)
Oil sump to accessory case (3)
Oil sump to accessory case (4)
Oil sump to accessory case (5)
Oil sump to accessory case (6)

Cylinder 1 2 3 4
Exhaust flange stud (1)
Exhaust flange stud (2)
Intake flange stud (1)
Intake flange stud (2)
Cylinder Mount Deck (1)
Cylinder Mount Deck (2)
Accessory case mount flange(3.25)
Accessory case mount flange(2.06)

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Table 11-6. Dimensional Inspection Checklist
Reference “Dimensional Inspection” (Section 15-6) and “Overhaul Dimensional Limits” in Appendix D

Inspection Item Dimension Initials

Dowel, accessory case mount
flange
Oil sump flange
Accessory drive pad (0.81)
Accessory drive pad (0.78)
Accessory pad (0.88)
Fuel pump mount pad
Oil cooler adapter pad
Plug, Engine front
Plug, #1 cylinder lower
Dowel, starter adapter plug
1-3 case half breather
Oil sump bracket
Crankcase through stud (2.82)
Crankcase through stud (2.62)
Helical coil
Starter jack adapter plug
Oil seal
Install crankcase studs according to
Section 15-6.6 and App. D.
Record parts which do not pass the inspection on Table 11-9, “Replacement Parts Inventory,” on page 21 for an
accurate inventory of required parts to rebuild. Mark the faulty parts as defective and discard.

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 Engine Overhaul Introduction
Table 11-7. Engine Cylinder Overhaul Inspection Checklist
Fluorescent Penetrant Inspection (on all non-ferrous metal parts)
Perform the inspection in accordance with ASTM E1417, 1208, E1209, and E1219. Use Type I, Penetrant Method A,
B, C, or D. and the “Fluorescent Penetrant Inspection” in Section 15-4.

Cylinder 1 2 3 4

Cylinder Heads

Cylinder Heads after Valve

S e a t o r Va l v e G u i d e
Installation

Magnetic Particle Inspection (on all ferrous parts)

Use the fluorescent wet continuous method and follow the latest ASTM E1444 procedure. Also refer to the section
“Magnetic Particle Inspection” in Section 15-5.
Engine cylinder barrel inner
and outer surfaces using
the close coil shot method.
Engine cylinder intake
valve, and rocker arms
using circular and
longitudinal magnetization

Dimensional Inspection
Refer to the Section 15-6, “Dimensional Inspection” and Appendix D

Cylinders

Cylinder Components

Table 11-8. Engine Drive Train Inspection Checklist

Item to Check Initials Action
Inspect the crankshaft, camshaft, connecting rods, and
engine drive train components for rusting, pitting, and
cracks.
Using a 10X magnifying glass, inspect the camshaft
journals and lobes for scoring, pitting, corrosion, or any
other indication of wear.
Inspect the camshaft gear splines for wear.
Inspect the camshaft gear flange for nicks, peening, and
other irregularities. (This flange must be smooth to align
gears.)
Inspect the bolt holes on the camshaft gear flange for
distorted or stripped threads.

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Table 11-8. Engine Drive Train Inspection Checklist
Item to Check Initials Action
Using Borroughs 8087A polishing tool or equivalent, rotate
the crankshaft in a lathe and polish the mains and crank
pins to a finish of 8 Ra maximum. Inspect the finish using a
profilometer. Perform a dimensional inspection on the
crankshaft mains and crankshaft pins according to the
“Drive Train Dimensional Inspection” in Section 15-6.2.
Inspect the crankshaft main journals, crank pins, and oil
seal area for scoring and burning.
Inspect the crankshaft gear bolt holes for distorted or
stripped threads.
Check the oil passages on the crankshaft for obstruction or
loose oil tubes.
Check the gear dowel for the desired snug fit.
Verify the crankshaft connecting rod and cap mate marks
are adjacent to each other and the position numbers are
stamped on or adjacent to the bolt boss match.
Inspect the connecting rod for corrosion, pitting, rust,
discoloration (blue), galling, impact damage, nicks, bending,
or twisting.
Remove the nuts and bolts from the connecting rod and
separate the rod and the cap (accomplished during
disassembly). Inspect the connecting rod and cap parting
surface. Contact signatures resulting from assembly forces
are normal and acceptable. Fretting signatures resulting in
the loss of metal indicated by removal of original machining
marks are not acceptable.
Inspect the connecting rod nut seat area for loss of material
or edge loading signatures. Inspect dowel surfaces at the
connecting rod and cap bolt holes for distortion or scoring.
Assemble the connecting rod and caps by installing one bolt
through the cap and rod. Verify the mate marks align. With
the cap seated firmly against the connecting rod, a bolt
should be easily installed using hand pressure.
Verify the tin plating on the oil control collar is intact.
Inspect studs on the oil control collar for corrosion, pitting,
incomplete threads, or looseness.
Inspect the connecting rods according to Section 15-6.2.1,
“Connecting Rod Dimensional Inspection.”
Remove the piston pin bushing from the connecting rod;
inspect the piston pin bushing bore and surrounding area
for nicks, gouges and mechanical damage.
Inspect the rod channel rails for nicks, gouges or
mechanical damage.

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Table 11-9. Replacement Parts Inventory
Part Description Part Number Reason/Comment

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Table 11-9. Replacement Parts Inventory
Part Description Part Number Reason/Comment

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 Engine Overhaul Introduction
Table 11-9. Replacement Parts Inventory
Part Description Part Number Reason/Comment

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Engine Overhaul Introduction
Table 11-9. Replacement Parts Inventory
Part Description Part Number Reason/Comment

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 Engine Disassembly
Chapter 12. Engine Disassembly
12-1. Engine Disassembly Sequence
Disassemble the engine following the procedures in the sequential steps listed below.
Once the engine is disassembled as described herein, disassemble components, clean, and
inspect them as described in subsequent chapters. Refer to the corresponding sections in
this chapter for detailed instructions for each step:
1. Ignition System Removal
2. Induction System Removal
3. Oil Cooler Adapter Removal
4. Starter Removal
5. Alternator Removal
6. Oil Sump Removal
7. Accessory Case Removal
8. Engine Cylinder and Piston Removal

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12-2. Ignition System Removal and Disassembly
Ignition systems may be Slick or Continental Motors series magnetos. Magnetos may be
fitted with a tachometer drive sensor. Removal and installation procedures are similar,
with only minor differences. Separate instructions are provided for Continental Motors
and Slick Magnetos.
12-2.1. Continental Motors Ignition System Removal
1. Remove the ignition harness (Figure 12-1) (3) from each spark plug (10). Remove
and discard cable ties and clamps.
2. On each magneto, remove four screws (11) from the cable outlet plate (part of
ignition harness (3)). Remove the ignition harness clamps to free the ignition
harness from the engine; discard the ignition harness (3).
3. Remove the nut (5), lock washer (6), and washer (7); discard the lock washer (6).
4. Carefully remove the magneto (1 and 2) and gasket (4) from the accessory case;
discard the gasket (3).
5. Replace and/or overhaul the magneto according to instructions the Continental
Motors Magneto Service Manual, X42002.

Figure 12-1. Continental Motors Ignition System

1 Left Magneto 5 Nut 9 Lock Washer 13 Bushing
2 Right magneto 6 Lock Washer 10 Spark Plug 14 Washer
3 Ignition Harness 7 Washer 11 Screw 15 Nut
4 Flange Gasket 8 Nut 12 Gear 16 Cotter Pin

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 Engine Disassembly
12-2.2. Slick Ignition System Removal
1. Remove three screws (Figure 12-2) (not numbered) from the cable outlet plate.
2. Remove the ignition harness (2) from all eight spark plugs (8); remove and discard
the spark plugs (8). Remove and discard the ignition harness (2).
3. Remove nuts (5), lock washers (6), and magneto retainers (7) from either side of
magneto; discard the lock washers. Carefully remove the magneto from the
accessory case, disengaging the drive coupling lugs from the drive bushing slot.
4. Remove the magneto (1) from the engine.
5. Remove and discard the gasket (3).
6. Replace the magneto with a new or rebuilt unit, or replace the unit with a unit
overhauled according to a FAA approved procedure.

Figure 12-2. Slick Ignition System

1 Magneto 3 Gasket 5 Nut 7 Magneto Retainer
2 Ignition Harness 4 Magneto Drive Gear 6 Lock Washer 8 Spark Plug

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Engine Disassembly
12-3. Fuel Pump Pad Cover Removal
The O-200 crankcase features a fuel pump mounting pad, which is not used; a fuel pump
pad cover is installed for crankcase integrity.
1. Remove two nuts (Figure 12-3) (5), lock washers (4), and washers (3) from the
crankcase studs at the base of the fuel pump pad cover; discard the lock washers (3).
2. Remove the fuel pump pad cover (2) from the crankcase studs. Remove and discard
the gasket (1).

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 Engine Disassembly

Figure 12-3. Fuel Pump Pad Cover

1 Gasket 4 Lock Washer
2 Cover 5 Nut
3 Washer

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12-4. Induction System Removal
1. Remove eight sets of nuts (Figure 12-4) (11), lock washers (10), and washers (9)
from the intake flanges (7 & 8). Discard the lock washers (10).
2. Loosen the induction tube clamps (15) and slide them outboard over the intake pipes
(12); push the large hoses outboard until free of the intake manifold ports. Remove
the intake assemblies (7 or 8, 12, 13, 14 & 15) from the cylinders. Remove and
discard the gaskets (6) from each cylinder intake port.
3. Remove and discard the cotter pins (5) from the crankcase mounting studs. Remove
the castellated nuts (4). Slide the intake manifold (1), seal-o-locks (3), carburetor
(21) and air intake housing (23) off the crankcase mounting studs and store for
disassembly. Discard the seal-o-locks (3).

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 Engine Disassembly

Figure 12-4. Induction System

1 Intake Manifold Assembly 9 Washer 17 Nipple- primer 25 Stud
2 Stud 10 Lock Washer 18 Union 26 Bolt
3 O-lock Seal 11 Nut 19 Nut 27 Washer
4 Castle Nut 12 Intake Pipe 20 Carburetor Gasket 28 Bushing
5 Cotter Pin 13 Hose- 1.50 X 0.88 21 Carburetor 29 Lock Nut
6 Intake Manifold Gasket 14 Hose - 1.75 X 2.00 22 Carburetor Gasket 30 Lever
7 Induction Elbow - Cyl 1 & 4 15 Clamp 23 Air Intake Housing
8 Induction Elbow - Cyl 2 & 3 16 Plug - 0.25 24 Filter

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Engine Disassembly
12-5. Oil Cooler Adapter Removal
Some O-200 engines feature a crankcase mounted oil cooler adapter. Follow the
appropriate removal instructions based on the engine configuration.
NOTE: Remove and replace the oil cooler according to the airframe
manufacturer's instructions.
1. Remove the nuts (Figure 12-5 or Figure 12-6) (5), lock washers (3) and washers (4).
Discard the lock washers (3).
2. Remove the oil cooler adapter (or pad cover) (1) and gasket (2) from the 2-4 side of
the crankcase.

Figure 12-5. Oil Cooler Adapter Pad Cover

1 Oil Cooler Adapter Pad Cover 4 Lock Washer
2 Oil Cooler Adapter Gasket 5 Nut
3 Washer

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 Engine Disassembly

5 10
4
3
1
2

11
6
7
8
9

Figure 12-6. Oil Cooler Adapter

1 Oil Cooler Adapter 4 Lock Washer 7 Spring 10 45° degree fitting
2 Oil Cooler Adapter Gasket 5 Nut 8 Copper Gasket 11 .025”-18 Plug
3 Washer 6 Ball - 0.437 steel 9 Plug

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Engine Disassembly
12-6. Starter Removal
NOTE: The O-200 engine may have a Continental Motors starter or a
starter installed by the airframe manufacturer. These instructions apply to
engines with the Continental Motors starter only. Refer to the airframe
manufacturer's instructions to remove non-Continental Motors starters.
1.Remove two sets of bolts (Figure 12-7) (7), lock washers (4), lifting eye, and washers
(6) from the rear of the accessory case and rear lifting eye. Discard the lock washers.
2.Remove three sets of nuts (5), lock washer (4), washers (3) and spacers (8) from the
starter mounting flange. Carefully remove the starter assembly without damaging the
mounting stud threads. Discard the lock washers.
NOTE: Overhaul instructions are not available for the O-200-D or -X
starter. Replacement starters (new, rebuilt, or overhauled) are available
from Continental Motors. Obtain a replacement starter prior to engine
assembly.
3.Remove and discard the gasket (1). Remove and retain the starter for core exchange.

Figure 12-7. Starter

1 Gasket 3 Washer 5 Nut 7 Spacer
2 Starter Assembly 4 Lock Washer 6 Washer 8 Bolt

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 Engine Disassembly
12-7. Alternator Removal
Continental Motors overhaul policy requires accessory overhaul or replacement
coincident with engine overhaul. No overhaul instructions are available for the available
alternators installed on O-200 engines. Continental Motors offers new or recertified
alternators as replacements for the alternators which cannot be overhauled.
1. Remove three nuts (Figure 12-8) (5), lock washers (4), and washers (3); discard the
lock nuts (4).
2. Remove the alternator (1) from the crankcase; remove and discard the alternator
gasket (2).
3. Remove the cotter pin (7) and nut (6); discard the cotter pin (7).
4. Remove the drive hub assembly (10, 9, 11, 12, 8 & 13) from the alternator shaft;
Discard the bushings (12) and woodruff key (13).

7
10 34 5
11 12
8
6 1
13
9
2

Figure 12-8. Alternator

1 Alternator 5 Nut 9 Sleeve 13 Woodruff Key
2 Gasket 6 Slotted Nut 10 Gear
3 Washer 7 Cotter Pin 11 Bushing
4 Lock Washer 8 Alternator Coupling Hub 12 Retainer

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Engine Disassembly
12-8. Oil Sump Removal
NOTE: The oil should have been drained prior to engine removal. The
safety wire should have been removed and discarded, and the oil drain
plug (4) and copper gasket (3) should have been removed. Discard the
copper gasket (3).
NOTE: Oil sumps are available with fill tubes on the left (2-4) or right (1-
3) side of the engine. Sumps are not interchangeable; install the sump
with the fill neck on the same side from which it was removed.
1. Remove the oil gauge rod (Figure 12-9) (7) from the oil sump (1).
2. Remove the lock nuts (6) and washers (5) from the sump flange; discard the lock
nuts (6).
3. Separate the oil sump (1) from the accessory case and crankcase.
4. Remove and discard the oil sump gasket (8).

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 Engine Disassembly

Figure 12-9. Oil Sump

1 Oil Sump Assembly 5 Washer
2 Stud 6 Lock Nut
3 Plug 7 Oil Gauge Rod
4 Copper Gasket 8 Gasket

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Engine Disassembly
12-9. Accessory Case Removal
1. Remove five sets of nuts (Figure 12-10) (12), lock washers (11), and washers (10).
Discard the lock washers (11).
2. Gently tap the accessory case cover (1) with a soft rubber or rawhide mallet and
separate it from the crankcase.
3. Remove and discard the gasket (5).

15
1
11 10
12 14 16

17
8
13

25
30

24 9
3 4 6
28

20

16
21 7

22
18

19

Figure 12-10. Accessory Case

1 Accessory Case w/studs 9 Spring 17 Screw 25 Gasket
2 Stud 10 Washer 18 Gasket 26 Not Used
3 Stud 11 Lock Washer 19 Oil Screen Housing 27 Not Used
4 Stud 12 Nut 20 Not Used 28 Copper Gasket
5 Gasket 13 Oil Pump Drive Gear 21 Nut 29 Not Used
6 Stud 14 Oil Pump Driven Gear 22 Oil Filter 30 Plunger
7 Suction Tube Assembly 15 Oil Pump Cover 23 Not Used 21 Oil Pump Kit
8 Stud 16 Washer 24 Not Used

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 Engine Disassembly
12-10. Inter-cylinder Baffle Removal
Identical inter-cylinder baffle assemblies are installed between the 1-3 and 2-4 cylinders.
Repeat the instructions for each side of the engine.
1. Extend the eyelet of the spring (Figure 12-11) (2) with a spring hook to free it from
the retainer (1). Remove the retainer (1) from the top of the cylinders.
2. Lower the baffles (3) away from the 1-3 and 2-4 cylinders.
3. Separate the spring (2) and clevis pin (4); discard the spring (2).
4. Store the inter-cylinder baffles (3), retainers (1), and clevis pins (4) for reassembly.

Figure 12-11. Inter-cylinder Baffles

1 Baffle Retainer 4 Clevis Pin
2 Spring 5 Isolator
3 Baffle 6 Adhesive

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Engine Disassembly
12-11. Engine Cylinder and Piston Removal
1. Remove the bolts (Figure 12-12) (32), lock washers (31), and washers (30) from the
rocker cover (29) and remove the rocker cover from the cylinder; discard the lock
washers (31). Repeat for the remaining three rocker covers.
2. Remove and discard six rocker cover gaskets (28).

Figure 12-12. Cylinder Assembly

1 Cylinder & Valve Assembly 13 Plug 25 Rocker Shaft 38 Socket
2 Nut 14 Intake Valve 26 Washer 39 Snap Ring
3 Nut 15 Exhaust Valve 27 Bolt 40 Lifter Body
4 Cylinder Assembly 16 Valve Spring Seat 28 Rocker Cover Gasket 41 Push Rod
5 Intake Valve Seat Insert 17 Intake Valve Guide Seal 29 Rocker Cover 42 Lock Nut
6 Exhaust Valve Seat Insert 18 Inner Valve Spring 30 Washer 43 Pushrod Adapter
7 Helical Coil Insert 19 Outer Valve Spring 31 Lock Washer 44 Pushrod Housing Gasket
8 Intake Valve Guide 20 Valve Spring Retainer 32 Bolt 45 Spring
9 Exhaust Valve Guide 21 Valve Spring Key 33 Exhaust Flange Gasket 46 Washer
10 Stud 22 Rocker Arm Assembly 34 Lock Nut 47 Washer
11 Stud 23 Rocker Arm Bushing 35 Packing 48 O-ring Seal
12 Pushrod Housing 24 Screw 36 Lifter Assembly 49 Pushrod Housing Seal
37 Plunger Assembly 50 Spark Plug Insert
3. Position the crankshaft so the cylinder #1 piston is at top dead center of the
compression stroke and both intake and exhaust valves of the cylinder to be
removed are closed.
4. Remove the bolt (27) and washer (26) securing the rocker shaft (25).
5. Remove the rocker shaft (25) and rocker arms (22) from the cylinder head boss.

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 Engine Disassembly
6. Rotate the crankshaft to position the #3 cylinder is at top dead center of the
compression stroke and repeat steps 4 and 5.
7. Rotate the crankshaft to position the #2 cylinder at top dead center of the
compression stroke and repeat steps 4 and 5.
8. Rotate the crankshaft to position the #4 cylinder at top dead center of the
compression stroke and repeat steps 4 and 5.
9. Withdraw the push rods (41) from their respective pushrod housings (12).
10. Grasp each push rod housing (12) and push it inward toward the crankcase,
compressing the push rod housing spring (45); move the pushrod housing away
from the cylinder head and remove the push rod housing (12) from the crankcase.
Remove the O-rings (48), washers (46), pushrod housing seals (49) and springs (45).
Discard the O-rings (48), pushrod housing seals (49) and springs (45).
11. Remove the nuts (2 and 3) from the cylinder base flange. As the fastening hardware
is removed, cradle the cylinder in your arm for support. Discard the nuts (2 and 3).
CAUTION: The piston will be damaged if allowed to drop as the
cylinder is withdrawn.

Figure 12-12 repeated for reference

12. While supporting the cylinder, carefully and slowly pull the cylinder away from the
crankcase with one hand. Use the other hand to catch the piston as the cylinder is
withdrawn to prevent crankcase or cylinder damage.

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Engine Disassembly
13. Remove the cylinder base packing (35). Install the old packing over the cylinder
base studs in the shape of a figure 8 (Figure 12-13) to support the connecting rod.
14. Remove the nuts (Figure 12-12) (42), lock washers (30), and washers (47) from the
pushrod adapter (43).
15. Remove the pushrod adapter (43) and gasket (44) from the crankcase studs. Discard
the lock washers (30) and gasket (44).

Figure 12-13. Cylinder Base Packing Supports Connecting Rod

16. Remove the piston pin (5) (Figure 12-14) to separate the piston from the connecting
rod. Discard the piston (1), piston pin (5), and rings (2, 3 & 4).

Figure 12-14. Piston Assembly

1 Piston 4 Oil Control Ring
2 Piston Compression Ring 5 Piston Pin
3 Piston Compression Ring
17. Place the cylinders in a clean, protected area until disassembly in Section 13-8.

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 Component Disassembly
Chapter 13.Component Disassembly
13-1. Ignition System
Replace Slick Magnetos with a new or rebuilt unit, or replace the unit with a unit
overhauled according to a FAA approved procedure. Replace Continental Motors
Magnetos with a new, rebuilt, or overhaul the magneto according to instructions in
Continental Motors Magneto Service Manual, X42002.
13-2. Starter Disassembly
Starter overhaul is not authorized; replace the starter at engine overhaul.

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Component Disassembly
13-3. Accessory Case Disassembly
1. Refer to Figure 13-1; cut and remove the safety wire.
2. Remove the oil pressure relief valve assembly cap (20), copper gasket (28), spring
(9) and plunger (30). Discard the spring (29) and gasket (28).
3. Cut and remove the safety wire from the oil suction tube (7).
4. Remove the oil suction tube (7) and O-ring (24). Discard the O-ring (24).
NOTE: The safety wire was removed from the oil filter when the oil was
drained from the engine.
5. Remove and discard the oil filter (22).
6. Remove the nuts (21) and washers (16) from the accessory case studs securing the
oil filter adapter (19). Remove the oil filter adapter (19) and gasket (18); discard the
gasket (18).
7. Disassemble the oil pump according to instructions in Section 13-3.1.

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 Component Disassembly

15
1
11 10
12 14 16

17
8
13

25
30

24 9
3 4 6
28

20

16
21 7

22
18

19

Figure 13-1. Accessory Case

1 Accessory Case w/studs 9 Spring 17 Screw 25 Gasket
2 Stud 10 Washer 18 Gasket 26 Not Used
3 Stud 11 Lock Washer 19 Oil Screen Housing 27 Not Used
4 Stud 12 Nut 20 Not Used 28 Copper Gasket
5 Gasket 13 Oil Pump Drive Gear 21 Nut 29 Not Used
6 Stud 14 Oil Pump Driven Gear 22 Oil Filter 30 Plunger
7 Suction Tube Assembly 15 Oil Pump Cover 23 Not Used 21 Oil Pump Kit
8 Stud 16 Washer 24 Not Used

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Component Disassembly
13-3.1. Oil Pump Disassembly
1. Refer to Figure 13-2; cut and remove the safety wire.
2. Bend the tabs on the tab washers (4) down.
3. Remove the bolts (5) and four washers (4).
4. Separate the oil pump cover (3) from the oil pump cavity and remove the gears (1 &
2).
5. Place the oil pump components and accessory case in protected area for cleaning
and inspection.

Figure 13-2. Oil Pump

1 Oil Pump Driven Gear 4 Washer (4)
2 Oil Pump Drive Gear 5 Bolts (4)
3 Oil Pump Cover 6 Safety Wire

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 Component Disassembly
13-4. Oil Cooler Adapter Disassembly
1. Remove the adapter fittings (Figure 13-3) (10) from the oil cooler adapter.
2. Remove the plug (9), spring (7), and ball (6) from the oil cooler adapter (1). Remove
the copper gasket (8); discard the ball (6), spring (7) and copper gasket (8).
3. Remove the plugs (11) from the rear of the adapter (1).

5 10
4
3
1
2

11
6
7
8
9

Figure 13-3. Offset Oil Cooler Adapter

1 Oil Cooler Adapter 4 Lock Washer 7 Spring 10 45° degree fitting
2 Oil Cooler Adapter Gasket 5 Nut 8 Copper Gasket 11 0.25”-18 Plug
3 Washer 6 Ball - 0.437 steel 9 Plug

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Component Disassembly
13-5. Induction System Disassembly
1. Turn each of the studs (Figure 13-4) one quarter turn counter-clockwise to release
the air filter assembly (24) from the air intake housing (23). Remove and discard the
air filter assembly (24).
2. Remove the nuts (11) and lock washers (10) from the air intake housing (23);
discard the lock washers (10). Remove and discard the gasket (22).
3. Remove the nuts (11), lock washers (10) and washers (9); discard the lock washers
(10) from the base of the carburetor (21). Remove and discard the gasket (20).
4. Remove the nut (19), union (18) and primer nipple (17) from the intake manifold.
Remove the plug (16) from the intake manifold.
5. Inspect the intake manifold (1), tubes (12), and elbows (7 & 8) according to
instructions in Chapter 15.
6. Inspect the air intake housing (23) assembly for serviceability.
a. Inspect the nut plates for security on the flange.
b. Inspect the flanges for flatness with a straightedge.
c. Inspect the air intake housing levers or smooth operation.
7. Replace the carburetor with a new or rebuilt unit, or a unit overhauled according to a
FAA approved procedure.

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 Component Disassembly

Figure 13-4. Induction System

1 Intake Manifold Assembly 9 Washer 17 Nipple- primer 25 Stud
2 Stud 10 Lock Washer 18 Union 26 Bolt
3 O-lock Seal 11 Nut 19 Nut 27 Washer
4 Castle Nut 12 Intake Pipe 20 Carburetor Gasket 28 Bushing
5 Cotter Pin 13 Hose- 1.50 X 0.88 21 Carburetor 29 Lock Nut
6 Intake Manifold Gasket 14 Hose - 1.75 X 2.00 22 Carburetor Gasket 30 Lever
7 Induction Elbow - Cyl 1 & 4 15 Clamp 23 Air Intake Housing
8 Induction Elbow - Cyl 2 & 3 16 Plug - 0.25 24 Filter

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Component Disassembly
13-6. Crankcase Disassembly
1. Remove the vacuum pump pad cover from the bottom of the crankcase.
a. Remove the nuts (Figure 13-6) (5 & 7), lock washers (4 & 8) and washers (6 & 9)
from the vacuum pump pad cover (10).
b. Remove the cover (10) and gasket (11) from the crankcase; discard the gasket
(11).

Figure 13-5. Vacuum Pump Pad Cover

4 Lock Washer 7 Washer 10 Accessory Drive Cover
5 Nut 8 Lock Washer 11 Acc. Housing Gasket
6 Washer 9 Washer
2. Cut, remove and discard the safety wire from the camshaft gear screws (3). Insert a
screwdriver through one of the camshaft gear (2) holes to prevent turning, and
loosen the four camshaft gear screws (3).
3. Remove and discard the screws (3); remove the gear from the camshaft (1) pilot.

Figure 13-6. Camshaft Assembly

1 Camshaft 2 Gear 3 Screws

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 Component Disassembly
4. Remove and discard the safety wire; loosen, remove and discard the four drilled-
head, crankshaft gear retaining screws (Figure 13-7) (4).
5. Remove the gear cluster (3) and dowel (2) from the crankshaft by tapping the
circumference of the gear with a rawhide mallet.

Figure 13-7. Crankshaft Assembly

1 Crankshaft 5 Main Bearing 9 Front Crankshaft Bearing 13 Piston Pin Bushing
2 Dowel Pin 6 Main Bearing 10 Nose Oil Seal 14 Spiral Lock Nut
3 Gear 7 Connecting Rod Bearing 11 Spring 15 Connecting Rod Bolt
4 Screw 8 Thrust Washer 12 Connecting Rod

6. Unscrew and remove the breather elbow (Figure 13-8) (37) ahead of No. 3 cylinder.
7. Remove the bolt (30) and washer (28A) above the 1-3 side lower mount leg.
8. Remove the oil plugs (Figure 13-9) (19 & 20) from the crankcase. Remove and
discard the gaskets (18).
9. Remove the engine mount bushings (Figure 13-8) (38-44) from each of the four
engine mount arms.
10. Remove the nuts (24), washers (27, 28A, & 45), and lifting eye (25), and special
washers (26) from the 2-4 crankcase side parting flange screws (23, 28, 29 & 30).

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Component Disassembly
Remove the parting flange screws (23, 28, 29 & 30) and washers (27, 28A, & 45)
from the 1-3 crankcase side parting flange.
11. Remove the nuts (Figure 13-9) (32 & 35) and washers (31 & 34) from the crankcase
through studs (14, 15, 16) and through bolt (Figure 13-8) (33).
NOTE: A non marring hammer may be used to loosen the through bolt
and drive it through the crankcase

Figure 13-8. Crankcase Fasteners (A)

23 Screw 28 Screw 32 Nut 41 Engine Mount Spacer
24 Nut 28A Washer 33 Through Bolt 42 Engine Mount Seat
25 Lifting Eye 29 Screw 34 Washer 43 Engine Mount Bushing
26 Special Washer 30 Screw 35 Nut 44 Cup Washer
27 Washer 31 Washer 36 Screw 45 Washer
12. Use a crankcase through-bolt remover tool (Chapter 3, Special Tools and Supplies)
to remove the through bolt; catch the bolts as they are freed from the crankcase.
13. Disconnect the 1-3 side crankcase half from the engine stand. Carefully lift the right
crankcase half while an assistant supports the connecting rods to prevent the
connecting rods from hitting the cylinder decks. Remove the 1-3 side crankcase half
from the 2-4 side crankcase half and store it for cleaning and inspection.
14. Before further disassembly, check and record gear backlash with dial indicators
according to the gear backlash fits and limits in Appendix D.

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 Component Disassembly
15. Remove the crankshaft and connecting rod assemblies; collect and discard the thrust
washers (Figure 13-7) (8) at the front main journal. Place the crankshaft and
connecting rod assemblies on a holding fixture to prevent damage.
16. Remove and discard the connecting rod bearings (7) and main bearings (5, 6 & 9).
17. Remove the camshaft (Figure 13-6) and store on a holding fixture for cleaning and
inspection.
18. Remove and discard the lifter assemblies from the crankcase tappet bores.

Figure 13-9. Crankcase Fasteners (B)

1 Crankcase Assembly 7 Stud 13 Stud 19 Plug
2 Stud 8 Stud 14 Stud 20 Plug
3 Stud 9 Stud 15 Stud 21 Dowel
4 Stud 10 Stud 16 Stud 22 Starter Adapter Assembly
5 Dowel 11 Stud 17 Stud
6 Stud 12 Stud 18 Gasket
19. Remove the starter adapter (Figure 13-9) (22) from the crankcase.
20. Remove the 2-4 crankcase half from the stand and store it for cleaning and
inspection.
NOTE: Do not attempt to remove the oil squirt nozzles; field replacement
is not possible.
21. Inspect the crankcase oil control plugs for wear; replace worn plugs.
22. Inspect crankcase studs, dowels and helical coils for condition and security.

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Component Disassembly
13-7. Crankshaft Disassembly
1. Place the crankshaft front and rear main journals on wooden v-block supports.
2. Remove and discard all spiral lock nuts (Figure 13-7) (14) and connecting rod bolts
(15). Separate the connecting rod caps from the connecting rod with their position
numbers matched.
CAUTION: Do not scratch, mar, or damage the crankshaft while
removing the crankshaft nose oil seal.
3. Work the oil seal spring (11) from the oil seal groove and detach it from the oil seal
(10). Unhook the spring ends using an unwinding motion and discard the oil seal
spring (11).
4. Twist and remove the crankshaft nose oil seal (11) from the crankshaft. Gentle
prying may be required to extract the seal from the counterbore. Discard the
crankshaft nose oil seal (11).
5. Clean the Gasket Maker residue out of the counterbore recess using a chlorinated
solvent Loctite Chisel or methylene chloride followed by a naptha solvent such as
Loctite ODC-Free Cleaner and Degreaser. Remove all debris to render the bore
clean, without any trace of debris.

Figure 13-7 repeated for reference

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 Component Disassembly
13-8. Engine Cylinder Disassembly
1. Temporarily insert the rocker shaft (Figure 13-10) (25) in the cylinder head boss.
Secure the cylinder in a cylinder holding fixture on a work bench. Use a valve spring
compressor to compress the intake valve spring. Carefully remove the two valve
spring retainer keys (21) from the valve stem with long nose pliers. Discard the
valve spring retainer keys (21).
2. Repeat step 1 to remove the exhaust valve spring keys. Remove the rocker shaft (25)
from the cylinder head boss.
3. Remove the valve spring retainers (20), inner springs (18), outer springs (19) and
valve spring seats (16).
4. Grasp the cylinder assembly by the valve stems and remove it from the holding
fixture. Place the cylinder assembly on its side. Remove and discard the intake and
exhaust valves (14 & 15) from the cylinder.

Figure 13-10. Cylinder and Valve Assembly

1 Cylinder & Valve Assembly 13 Plug 25 Rocker Shaft 38 Socket
2 Nut 14 Intake Valve 26 Washer 39 Snap Ring
3 Nut 15 Exhaust Valve 27 Bolt 40 Lifter Body
4 Cylinder Assembly 16 Valve Spring Seat 28 Rocker Cover Gasket 41 Push Rod
5 Intake Valve Seat Insert 17 Intake Valve Guide Seal 29 Rocker Cover 42 Lock Nut
6 Exhaust Valve Seat Insert 18 Inner Valve Spring 30 Washer 43 Pushrod Adapter
7 Helical Coil Insert 19 Outer Valve Spring 31 Lock Washer 44 Pushrod Housing Gasket
8 Intake Valve Guide 20 Valve Spring Retainer 32 Bolt 45 Spring
9 Exhaust Valve Guide 21 Valve Spring Key 33 Exhaust Flange Gasket 46 Washer
10 Stud 22 Rocker Arm Assembly 34 Lock Nut 47 Washer
11 Stud 23 Rocker Arm Bushing 35 Packing 48 O-ring Seal
12 Pushrod Housing 24 Screw 36 Lifter Assembly 49 Pushrod Housing Seal
37 Plunger Assembly 50 Spark Plug Insert

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Component Disassembly

Intentionally Left Blank

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 Engine Cleaning
Chapter 14. Engine Cleaning
14-1. Engine and Component Cleaning
The goal of cleaning engine components is to remove dirt and contamination. A “cleaned”
part is free of dirt, carbon, varnish, and gum substances. The “Aircraft Engine Parts
Cleaning Guidelines” (Table 14-1) offer instructions for specific engine parts during
overhaul or maintenance. Refer to the “Cleaning Tips” in Table 14-2 for additional
guidelines.
WARNING
Consult the manufacturer’s Material Safety Data Sheet
(MSDS) for specific handling, storage and disposal instructions,
including personal protective equipment requirements.
To prevent death or injury, do not smoke or introduce sources
of ignition or flame to the work area when using flammable
cleaning fluids such as mineral spirits.
Do not use gasoline, kerosene, abrasive cleaning paste, or
cleansing powder to clean the engine or engine parts.
Do not pressure blast gears with abrasive media. Blasting will
remove surface hardening.
When cleaning with alkaline solutions, remove all traces of
alkaline residue to prevent corrosion. Alkaline cleaning
solutions induce corrosion if not completely removed.
NOTE: Prior to cleaning engine parts, visually inspect for leakage and
metal shavings, rust or other obvious signs of wear.

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Engine Cleaning
Table 14-1. Aircraft Engine Parts Cleaning Guidelines
Item to Clean Instructions/References/Tips
Carburetor Clean according to the carburetor manufacturer's instructions.
CAUTION: Never insert any object (wire, pipe cleaner, brush, etc.)
in the fuel injector nozzle. If stain or obstruction cannot be removed
with solvent or air, replace the nozzle.
Immerse in an ultrasonic cleaner bath, adhere to the ultrasonic cleaner
manufacturer's instructions.
Fuel filters/screen If ultrasonic cleaner is not available, flush with clean Stoddard solvent into white
filter paper until no particulate residue is evident on the filter/screen or the filter
paper.
Throttle control linkage pivot point
Stoddard solvent
areas
Soiled aluminum alloy parts with
Refer to “Cleaning Aluminum Alloy Parts”in Section 14-1.4.
carbon or gum deposits
Electrical charging system gears1
Mineral spirits and a brass wire brush
with bushings2
•Mineral spirits
1
Electrical charging system gears •Alkaline stripping bath followed by steam rinse to remove all alkaline traces (to
without bushings prevent corrosion), inspect for traces of alkaline residue and re-spray with steam
if alkaline residue found; flush with mineral spirits
Flush with mineral spirits (preferred cleansing agent)
Alkaline stripping bath followed by steam rinse to remove all alkaline traces (to
Gears without bushings prevent corrosion); Dry with compressed air and inspect for traces of alkaline
residue. Re-spray with steam if alkaline residue found; flush thoroughly with
mineral spirits
Starter/starter adapter gears1 with
Mineral spirits and a brass wire brush
bushings2
•Accessory Case
Flush with mineral spirits (preferred cleansing agent).
•Oil sump
Alkaline stripping bath followed by steam rinse to remove all alkaline traces (to
•Oil pump housing
prevent corrosion); Dry with compressed air and inspect for traces of alkaline
•Oil filter adapter
residue. Re-spray with steam if alkaline residue found; flush thoroughly with
•Lubrication System gears without
mineral spirits
bushings
NOTE: All oil passages must be clear
Oil suction tube assembly Mineral spirits
Oil cooler Must be cleaned by an FAA-certified repair facility
Lubrication System gears1 with
Mineral spirits and a brass wire brush
bushings2
Engine cylinders3 Refer to “Cylinder Cleaning” instructions in Section 14-1.4.
To remove heavy carbon deposits on the piston tops, use vapor grit method 
Piston tops
- Refer to “Vapor Blasting”in Section 14-3.

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Table 14-1. Aircraft Engine Parts Cleaning Guidelines
Item to Clean Instructions/References/Tips
Degrease intake valves with mineral spirits.
Remove all carbon, varnish and gum either using a carbon solvent or by dry
Engine cylinder intake valves
blasting according to instructions in Section 14-2, “Dry Blasting.” If dry blasting is
performed, clean the valve with mineral spirits and air dry.
Soak in mineral spirits. Ensure passages within the pushrod and rocker arm are
open by flushing the passages with mineral spirits using a squirt bottle. Discard
Pushrods and rocker arms
and replace any pushrod or rocker arm that has obstructed passages and
cannot be cleared. Do NOT clean pushrods or rocker arms by dry blasting
Cylinder baffles and cylinder
Mineral spirits
hardware
Crankcase oil passages Pressure flush with mineral spirits to remove clogs or free obstructed passages.
Oil squirt nozzles (Use caution flushing the oil squirt nozzles, they are not field replaceable)
Engine mount brackets Mineral spirits
Flush with mineral spirits (preferred cleansing agent)
Alkaline stripping bath followed by steam rinse to remove all alkaline traces (to
Crankcase casting
prevent corrosion); after drying, inspect for traces of alkaline residue and re-
spray with steam if alkaline residue found; flush with mineral spirits.
Remove all old adhesive gasket material using the organic solvents listed below:
•Acetone
•Naptha
•Methyl ethyl ketone (MEK)
Gasket surfaces on castings When removing the crankshaft nose oil seal, clean the Gasket Maker residue
out of the counterbore recess using a chlorinated solvent Loctite Chisel or
methylene chloride followed by a naptha solvent such as Loctite ODC-Free
Cleaner and Degreaser. Remove all debris to render the bore clean, without any
trace debris.
CAUTION: When utilizing compressed air, wear OSHA approved
protective eye wear. Never exceed 30 psi when using compressed
gases for cleaning purposes. (OSHA 1910.242(b))
Thoroughly clean connecting rods using mineral spirits. Ensure that all surfaces
are free of varnish, oil and residue.
Place a sheet of crocus cloth on a flat surface plate and dampen with mineral
Connecting rods, caps, bolts, and spirits.
nuts Lightly rub the parting surface of the rod, cap and rod across crocus cloth to
remove burrs or nicks. Clean the connecting rods, caps, bolts and nuts
thoroughly.
Dry the cleaned part with compressed air and place on a clean cloth.
Connecting rod bearing inserts Clean the new bearing inserts in mineral spirits and blow dry.

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Table 14-1. Aircraft Engine Parts Cleaning Guidelines
Item to Clean Instructions/References/Tips
Degrease with mineral spirits (brushing or spraying).
Remove all varnish or gummy deposits. Place the crankshaft or camshaft in a
machinist’s lathe and rotate at approximately 100 RPM, smooth the following
with crocus cloth moistened in mineral spirits:
Camshaft •Crankshaft crank pins
Crankshaft •Main journals
•Oil seal race
•Camshaft journals
•Gear mount flange
Clean all debris from bolt holes, threads, oil passages, and recesses
Crankshaft and camshaft gears1
Mineral spirits and a brass wire brush
with bushings2
Flush with mineral spirits (preferred cleansing agent)
Crankshaft and camshaft gears Alkaline stripping bath followed by steam rinse to remove all alkaline traces (to
without bushings prevent corrosion); after drying, inspect for traces of alkaline residue and re-
spray with steam. Flush alkaline residue with mineral spirits
Spray or brush on mineral spirits to degrease the part.
Small steel parts
Soak heavily soiled parts for 15 minutes in mineral spirits.
Degrease with mineral spirits.
Remove carbon, varnish and gum either using a carbon solvent or by dry
Spark Plugs
blasting according to instructions in Section 14-2, “Dry Blasting.” If dry blasting is
performed, clean the spark plug with mineral spirits and air dry.
WARNING
Except when removing carbon deposits and gum (oil varnish),
do not use alkaline (caustic) cleaning solutions for external
engine cleaning. Alkaline solutions remove the alodine finish
of aluminum parts.
Spray or brush cleaning solvent (mild detergent or mineral spirits) on the engine
Engine exterior and components
exterior or component
•Electrical contact cleaner CR4
•Do not use water-base or petroleum-base solvent to clean connectors
•If a cleaning fluid is suspected to have entered a connector, blow the excess
Connectors away from the connector and place the effected component(s) in a warm dry
environment; i.e. 90F (32C), overnight or until thoroughly dry.
•As applicable, replace the sealant strip in the connector if any damage to the
seal is evident.
1. Do not pressure blast gears or counterweights to clean them; blasting can remove the surface hardening.
2. Do not use alkaline cleaning solutions.
3. Do not use sand, glass shot, or metal grit to clean engine cylinders.

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Table 14-2. Cleaning Tips

Dos Don’ts
Except when removing carbon deposits and gum (oil
varnish), do not use alkaline (caustic) cleaning solutions
Use a cloth or compressed air to blow off the solvent.
for external engine cleaning. Alkaline solutions remove
the alodine finish.
Do not use any of the following to clean the engine or
parts:
Remove dirt (especially caked dirt) and debris from bolts, •Gasoline
nuts, and engine parts. •Kerosene
•Abrasive cleaning paste
•Cleaning powder
Do not scrape parts or use wire brushes, sandpaper,
Dispose of cleaning solvents in accordance with abrasive cloth or abrasive wheels to clean or polish parts
Environmental Protection Agency (EPA) regulations. to prevent concentrated stress to scratched areas and
fatigue failure.
Dry blast only with plastic media or natural materials such Do not use sand, metal grit, or glass beads for any type of
as wheat grains cleaning or dry blasting.
After a part is cleaned, machined or repaired, or if the
Do not tumble blast wrought or die cast smooth surface
alodine finish is worn, apply alodine to aluminum
parts such as rocker covers or intake tubes.
surfaces, according to instruction in Section 14-4.1.

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14-1.1. Cylinder Cleaning
CAUTION: When utilizing compressed air, wear OSHA approved
safety glasses, goggles or face shield. Never exceed 30 psi when
using compressed gases for cleaning purposes. (OSHA 1910.242(b))
1. Soak the engine cylinders in mineral spirits for 15 minutes. Dry the cylinder with
compressed air. Verify the cylinder is free of dirt and deposits. If the cylinder is
satisfactorily cleaned after a mineral spirit bath, proceed to step 4.
2. If caked on carbon deposits remain, remove oil and loose materials from engine
cylinders by spraying or brushing on a mild alkaline cleaner.
a. Spray the cylinder with steam to remove all traces of alkaline residue.
b. After the cylinder dries, inspect it again for traces of alkaline residue; respray
with steam if alkaline residue is still present (to prevent corrosion) and repeat
step 1.
3. For persistent carbon, varnish and gum deposits, dry blasting may be required.
a. Seal and protect all machined surfaces on the cylinder such as the cylinder mount
flange nut seats, barrel wall, small holes, and finished surfaces.
CAUTION: Do not use sand, glass, shot or metal grit when dry
blasting. These abrasives can damage engine components. This type
of shot will become embedded in aluminum parts rendering them
useless.
b. Dry blast the cylinder to remove persistent carbon, varnish and gum deposits
according to instructions in “Section 14-2, “Dry Blasting.”
c. Clean the cylinder with hot, soapy water and a stiff bristled (non-wire) scrub
brush to remove blasting materials from the cylinder.
d. Thoroughly rinse the cylinder with hot water.
e. Dry the cylinder completely.
4. Coat all bare steel surfaces thoroughly with clean, 50-weight aviation oil to prevent
cylinder bore damage due to rust and contamination.

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14-1.2. Piston Cleaning
CAUTION: When utilizing compressed air, wear OSHA approved
safety glasses, goggles or face shield. Never exceed 30 psi when
using compressed gases for cleaning purposes. (OSHA 1910.242(b))
1. Soak the cylinder and piston in mineral spirits.
2. If carbon deposits do not yield to solvent and deposits remain, install a tight fitting
skirt protector and dry blast the piston heads with soft grit or employ the vapor grit
method (to clean the piston top). Refer to Section 14-2, “Dry Blasting.”and
Section 14-3, “Vapor Blasting.”
WARNING
When dry blasting, do not use sand, glass, shot or metal grit
which can damage engine components. This media will become
embedded in aluminum parts rendering them unusable.
3. Clean the piston with hot, soapy water and a stiff bristled (non-wire) scrub brush to
remove all blasting materials from the piston. Thoroughly rinse all soap residue
from the piston and cylinder bore using hot water.
CAUTION: Do not use wire brushes or scrapers of any kind to clean
the piston.
4. Clean the piston ring grooves by pulling lengths of binder twine or very narrow
strips of crocus cloth through the groove. Do not use automotive ring grooves
scrapers, since the corner radii at the bottom of the grooves and side clearances must
not be altered. Do not use abrasive cloth on the piston skirts because the diameters
and cam-ground contour must not be altered.
5. Discard scored or burned pistons.
6. After cleaning, thoroughly rinse pistons using a Stoddard solvent to remove all
debris.

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14-1.3. Cleaning Exhaust Parts
1Procedure
1. Clean the exhaust system parts (except for the multi-segment V-band clamps) with
Stoddard solvent. Allow the solvent to drain and wipe the parts dry with a clean
cloth.
2. Clean V-band clamps using crocus cloth on the outer band clamp assembly.
14-1.4. Cleaning Aluminum Alloy Parts
Degrease aluminum alloy parts with mineral spirits. Soak heavily soiled parts for 15 min-
utes in mineral spirits. To remove carbon and gum deposits, perform the following:
1. Immerse the part in a hot bath of any of the following long enough to remove the
deposit:
a. Inhibited, mild alkaline cleaning solution.
b. Hot, soapy water.
c. Carbon solvent (only for hard, thick carbon deposits).
CAUTION: Do not use an alkaline etching solution.
2. Remove the cleaned part from the solvent bath.
CAUTION: Remove all solvent residue (especially if soap or alkaline
solvent used), paying particular attention to crevices, recesses, and
holes to prevent engine oil contamination on re-assembly. If not
removed completely, the alkaline residue can corrode the part.
3. Rinse thoroughly to remove all traces of the cleaning solution.
CAUTION: When utilizing compressed air, wear OSHA approved
safety glasses, goggles or face shield. Never exceed 30 psi when
using compressed gases for cleaning purposes. (OSHA 1910.242(b))
4. Dry the part with dry compressed air.
5. If carbon deposits remain on the part, refer to Section 14-2, “Dry Blasting.”
6. Remove protective seals and masking material.
7. If the Alodine finish was removed during cleaning, restore the alodine finish
according to Section 14-4.1, “Alodine.”

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14-2. Dry Blasting
Dry blast cleaning entails aiming plastic pellets or processed natural materials such as
wheat grains, crushed fruit pits/shells under pressure toward an area to be cleaned. To
clean using the dry blast method, perform the following procedure:
CAUTION: Do not use sand, glass, shot or metal grit when dry
blasting as this can damage engine components. This type of shot
will become embedded in aluminum parts rendering them useless.
3Procedure
1. Prior to dry blasting any component, seal and protect all machined surfaces on the
holes and finished surfaces.
2. Using plastic pellets or processed natural materials such as wheat grains, crushed
fruit pits/shells. Adjust blast pressure to the lowest setting that will produce the
desired cleaning action and aim toward the paint, varnish, or carbon deposit.
CAUTION: When utilizing compressed air, wear OSHA approved
safety glasses, goggles or face shield. Never exceed 30 psi when
using compressed gases for cleaning purposes. (OSHA 1910.242(b))
3. Blow off all dust with dry, compressed air.
4. Verify that no blasting material has lodged in crevices, recesses, or holes.
14-3. Vapor Blasting
Vapor blasting is used in specific, limited applications such as piston tops. This vapor grit
method of cleaning employs high-pressure steam and a very fine abrasive to remove
heavy carbon deposits. Clean parts thoroughly after vapor blasting to remove all traces of
the blast media.
NOTE: Vapor blasting should not be used on bearing surfaces. Follow the
equipment manufacturer’s instructions when employing this type of
cleaning.

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14-4. Protective Coatings
Protective or anti-corrosive coatings include:
• Alodine
• Zinc chromate primer
• Enamel paint
• 50 weight aviation oil
Apply a protective coating after machining or repairing aluminum surfaces with an
aluminum conversion coating. Continental Motors recommends alodine, also known by
the brand name Accelagold, to prevent corrosion on aluminum surfaces, see Section 14-
4.1, “Alodine.”
14-4.1. Alodine
Apply a protective coating of alodine to any of the following:
• Parts with aluminum surfaces that have been cleaned, machined, or repaired.
• Aluminum alloy castings.
• Sheet metal.
• Aluminum or metal tubing.
If the original aluminum conversion coating has been removed or deteriorated, it must be
restored. Apply Alodine or Accelagold solution in accordance with the manufacturer's
instructions. For Accelagold, refer to Technical Data Bulletin Number 108-31 Turcoat®
Accelagold Aluminum Conversion Coating.
14-4.2. Aviation Oil
Apply clean 50-weight aviation oil to cleaned, machined steel surfaces.
14-4.3. Paint
4Procedure
1. Mask all connection joints and mating surfaces.
2. Follow instructions in Table 14-3 to prepare and paint engine parts. Apply zinc
chromate primer and enamel paint to the respective types of external parts. Do not
prime or paint internal parts or interior surfaces of the engine.
CAUTION: Do not apply primer or enamel paint to internal engine
parts or any part that contacts the engine oil supply. The paint or
primer may flake or break off during engine operation and
contaminate the engine oil.
Table 14-3. Painting External Parts
Aluminum Parts Ferrous Parts Magnesium Parts
1. Pickle the part.
1. Apply zinc chromate primer.
2. Apply zinc chromate primer.
1 . A p p l y a l o d i n e a c c o r d i n g t o 2. Apply enamel to the parts.
3. Apply enamel to the part.
manufacturer’s instructions. 3. Bake for 15 minutes using infrared
4. Bake for 15 minutes using infrared
2. Apply enamel to the part. heat or oven-dry for 60 minutes at
heat or oven-dry for 60 minutes at
275 to 300F (135 to 149C).
275 to 300F (135 to 149C).

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Chapter 15.Overhaul Inspection and Repair
15-1. Engine Overhaul Inspection
Engine Overhaul Inspection consists of inspection procedures cited in this chapter. The
inspections apply only to the engines covered in this manual and are intended to support
the continued airworthiness of the engine.
15-2. Engine Overhaul Inspection Checklists
Use the Engine Overhaul Inspection Checklists in Chapter 11 as guides for performing the
inspections required during engine overhaul. Print a copy of the checklist to record
inspection progress and document actions taken during overhaul.
Perform the items on the checklists (in the order listed) on an engine which has been
removed from the airframe, disassembled, and cleaned according to the instructions
provided.
15-3. Visual Inspection
Perform a visual inspection on all parts not specified as 100% replacement at overhaul.
Examine parts prior to being cleaned for obvious evidence of wear or leakage. Reject
obviously damaged parts during the preliminary visual inspection, there is no need to
clean and perform non-destructive inspection on parts which cannot be used. If condition
is uncertain, clean with remaining parts after the preliminary exam, according to the
“Engine Cleaning”instructions in Chapter 14. Verify the parts are clean and free of all dirt,
carbon, varnish, gum, and paint.
1. Visually inspect the parts using at least a 10X (power) magnifying glass under good
lighting. Look for the following unacceptable conditions:
•Nicks •Pitting
•Dents •Metal transfer
•Gouges •Corrosion
•Cracks •Erosion
•Distortion •Enamel coating wear
•Burned areas

2. Inspect all studs for bending, looseness or partial removal.

3. Inspect all threaded parts for nicks, damaged or deformed threads, faces, or heads.
4. Identify areas that warrant further cleaning.
5. Label parts which fail inspection; indicating reason for failure and if repair is
possible or if replacement is required.
6. Record inspection findings on a copy of the “Engine Overhaul Visual Inspection
Checklist”, on page 11-6.

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15-3.1. Gear Tooth Inspection
Inspect the gear teeth for signs of overheating and wear. Normal wear produces a fine
polish on the tooth thrust faces. Gears with uneven teeth profiles, score marks, burning, or
pitting are unacceptable. Refer to Figure 15-1 for sample illustrated comparisons of
acceptable and unacceptable gear wear.
Discard and replace unacceptable gears. Indicate the need to replace the gear(s) on the
Engine Overhaul Inspection Checklist.

Figure 15-1. Gear Inspection Criteria

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15-4. Fluorescent Penetrant Inspection
Perform this inspection on all cleaned, aluminum or non-ferrous metal parts, including the
parts listed below in accordance with ASTM E1417, E1208, E1209, E1219, and Type 1
Fluorescent Penetrant Method A, B, C, or D.

Table 15-1. Parts Requiring Fluorescent Penetrant Inspection

Inspect: Pay particular attention to:
•Crankcase halves •Rocker boss areas •Oil pump cavity area mounting flanges
•Cylinder heads •Valve seat insert areas •Shaft bores
•Accessory case, including oil •Valve guide areas •Mounting and attaching areas where
pump cavity •Intake and exhaust flanges hardware has been previously torqued
•Starter housings •Intake and exhaust ports •Through-bolt hole areas
•Oil sumps •Between cylinder head cooling •Crankcase/crankshaft exit area
•Engine mounts fins •Areas where oil seals or bushings are
•Induction tubes •Cylinder-to-barrel mating area pressed in or seated
•Induction risers •Bearing bosses
•Brackets
1. Inspect parts for the following conditions:
a. Cracks or indications of the start of cracks
b. Grinding encountered after the manufacturing process
c. Seams
d. Laps or ruptures
Unless Section 15-7 contains specific instructions to remedy unsatisfactory conditions
discovered during the inspection, discard parts which exhibit any of the conditions
described in steps 1a through 1d.
2. Look for indications which break into corners, edges, holes, or fillets on parts.
Identify parts that contain linear indications which cannot be reworked.
3. Follow the fluorescent penetrant manufacturer's instructions for the equipment and
materials used to perform the inspection regarding use, safety data, and disposal.
4. Label each part's inspection status and required action.
5. Follow the fluorescent penetrant manufacturer's instructions to remove penetrant
residue from the inspected, serviceable parts.
6. Record inspection findings on the “Fluorescent Penetrant Inspection Checklist” on
page 11-10.

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15-5. Magnetic Particle Inspection
Prior to performing a Magnetic Particle Inspection, verify the parts are clean and free of
dirt, carbon, varnish, gum, and paint.
CAUTION: Prior to Magnetic Particle Inspection, ensure that the
parts have been thoroughly cleaned and dried according to “Engine
Cleaning”instructions in Chapter 14.
The Magnetic Particle Inspection must be performed by a certified technician on cleaned,
ferrous parts according to ASTM E1444 using the wet continuous method and full wave
rectified alternating current and fluorescent particles. Follow the particular magnetic
particle media manufacturer's instructions regarding use, safety data, and disposal.
1. On the cleaned parts to be inspected, plug small holes leading to obscure cavities
with tight-fitting wooden plugs or with a hard grease (soluble in lubricating oil) to
prevent particles from lodging in the cavities.
2. Follow the equipment and materials manufacturer's instructions to perform the
inspection regarding use, safety data, and disposal. Use the corresponding method of
magnetization and amperage listed in Table 15-2.
3. Inspect parts for the following conditions:
a. Cracks or indications of the start of cracks
b. Grinding encountered after the manufacturing process
c. Seams
d. Laps or ruptures
Unless Section 15-7 contains specific instructions to remedy unsatisfactory conditions
discovered during the inspection, discard parts which exhibit any of the conditions
described in steps 3a through 3d.
4. Record repair or replacement requirements on the Engine Overhaul Inspection
Checklist.
5. Look for linear indications which break into corners, edges, holes, thread roots,
fillets, gear tooth roots or keyways on parts. Identify parts which contain linear
indications which cannot be reworked.
6. Label parts which fail inspection as such; indicate reason for failure and if repair or
replacement action is required.
7. Remove plugs or grease from holes of inspected parts.
8. Clean the inspected parts thoroughly according to the “Engine Cleaning”
instructions in Chapter 14.
CAUTION: When utilizing compressed air, wear OSHA approved
protective eye wear. Never exceed 30 psi when using compressed
gases for cleaning purposes (OSHA 1910.242(b)).Dry the parts with
compressed air.

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9. Demagnetize the inspected parts.
Table 15-2. Magnetic Particle Inspection Reference
Method of AC or DC
Part Magnetization Amperes Focus Inspect for
Crankshaft Circular 2000 •Journals •Cracks
•Fillets •Heat cracks
•Oil holes
Longitudinal •Thrust flanges •Flange cracks from prop
•Prop flange strike
Connecting rod1 Circular  1500 All areas Cracks
and 
Longitudinal
Camshaft Circular  1500 •Lobes •Heat stress cracks
and  •Journals •Cracks
Longitudinal •Drilled hole edges
Rocker arms On conductor bar 1000 •Pad Cracks
and single •Socket under side arms
Between heads 800 and boss

Gears up to and Circular 1000 to 1500 •Teeth Cracks

including six inches or on  •Splines
in  Center  •Keyways
diameter Conductor
G e a r s o v e r s i x Shaft Circular Teeth 1000 to 1500 •Teeth Cracks
inches in  between heat two •Splines
diameter times 90
Shafts Circular  1000 to 1500 •Splines •Cracks
and  •Keyways •Heat stress cracks
Longitudinal •Section transitions
Through-bolts and Circular  500 Threads under head Cracks
c o n n e c t i n g r o d and 
bolts2 Longitudinal
Cylinder barrels Circular  1500 •Fin tips •Cracks
and  •Fin roots •Heat stress cracks
Longitudinal
1. Inspect connecting rod and cap according to the “Connecting Rod Magnetic Particle Inspection”in Section 15-5.1.
2. Perform only on in service parts; replace 100% at overhaul

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15-5.1. Connecting Rod Magnetic Particle Inspection
Before performing the Connecting Rod Magnetic Particle Inspection, the connecting rod
and cap must be clean and free of rust, scale, oil, or other residue that may affect the
reliability of the Magnetic Particle Inspection. Inspect the connecting rods using both the
circular and longitudinal method of magnetization. Use the fluorescent method, wet
continuous procedure, reference ASTM standards for non-destructive testing; D.C.
amperage is preferred.
Refer to the Table 15-3 for inspection pass/fail criteria. Record inspection findings on the
“Magnetic Particle Inspection Checklist” on page 11-11.
NOTE: Reject connecting rod or caps exhibiting the unacceptable
indications listed in the Fail column of Table 15-3.
Table 15-3. Connecting Rod Magnetic Particle Inspection Criteria
Pass Fail
Steel inclusions or shallow imperfections on the forging Indications associated with forging laps or with heat
surface - light indications running parallel to the rod axis treatment are cracks
or around the pin boss and cap ends less than ½-inch in
length
Blend area between the piston pin boss extending 1-inch Area of blend between the piston pin boss extending 1-
into connecting rod I beam, the bolt spot face areas and inch into connecting rod I beam, the bolt spot face areas
the channel rail edges are free of any indications of and the channel rail edges shows indications of cracks/
cracks/wear wear
Any indication transverse to the rod axis.

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15-6. Dimensional Inspection
Continental Motors uses new parts dimensions and assembly clearances for engine
overhaul. New part dimensions listed in Appendix D are based on production drawings in
effect at the time of publication.
Clearances in the new part limits apply to mating parts.
CAUTION: Prior to dimensional inspection, ensure the part
conforms to all Visual, Fluorescent Penetrant, Magnetic Particle,
and Ultrasonic Inspection requirements.

Ensure the parts have been thoroughly cleaned and dried according
to the “Engine Cleaning”instructions in Chapter 14.
1. Measure part dimensions in comparison to the dimensional limits specified in
Appendix D. Record the measurements on the “Dimensional Inspection
Checklist”(page 11-12).
2. If the part dimension fits within the minimum and maximum range specified in
Appendix D, the part may be re-used during overhaul provided it meets all other
inspection requirements.
WARNING
Use only the Appendix D dimensions during engine overhaul.
3. Label each part's inspection status and required action.
4. Record inspection results on the Engine Overhaul Inspection Checklist.

15-6.1. Crankcase Dimensional Inspection

This inspection verifies the crankcase structural and dimensional integrity.
Equipment Required
• Mechanic's hand tools and calibrated torque wrench
• Inspection light
• Mirror

1. Inspect the exterior of the crankcase halves for cracks. Carefully inspect the entire
external surface of the crankcase using an inspection light and mirror. Pay particular
attention to areas adjacent to the cylinder mount flanges, tappet guides, case flange,
nose seal land and bearing bosses.
2. Look for scoring on the old crankshaft bearings, tappet guides, and camshaft
bearings and journals.
3. Inspect the main bearing boss parting surfaces for fretting.
4. Inspect the bearing saddles for elongation of the bearing lock slot and for any
indication of bearing movement.
5. Inspect all machined surfaces for nicks and roughness.

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6. Inspect the crankcase for cracks and the progression of any cracks identified during
maintenance inspections:
a. Cracks in the cylinder deck (white/non-shaded - critical areas in Figure 15-2)
requires immediate replacement of the crankcase.
b. Cracks smaller than two inches (5.08 cm) in a shaded (non-critical) section of
Figure 15-2 requires repair or replacement of the crankcase.
NOTE: Cracks are frequently accompanied by oil seepage, investigate oil
leaks.
WARNING
An FAA-approved repair facility is the only facility authorized
to perform crankcase weld repairs. No weld repairs are
authorized in the critical (non-shaded) areas of the crankcase
(Figure 15-2) or the bearing support structures.
c. If a crack is found in any area on the crankcase, do one of the following:
1) Repair the crankcase: if there is no oil leakage and the crack is less than two
inches in a non-critical (shaded area of Figure 15-2), the crankcase may be
welded. Welding is an acceptable repair only on non-critical (shaded) stress
areas of the crankcase and only when performed by an FAA Part 145 repair
station certified to perform crankcase repairs. The dimensional integrity of
the crankcase must be maintained.
2) Replace the crankcase: if a crack of any length is in the critical (white/
unshaded) stress section or if oil is leaking from a crack of any length on the
non-critical (shaded) section of the crankcase or the crack is two inches or
longer.
NOTE: Cracks longer than two inches in length may not be repaired;
replace the crankcase.
7. Inspect the breather for cracks and dents. Inspect tube ends for scoring and out of
roundness that may cause a bad seal and oil leakage. Discard and replace
components with any of these indications.
8. Inspect engine mount brackets for cracks, dents and wear. Inspect hardware for
distorted or stripped threads and damaged wrench flats. Discard and replace any
components exhibiting these indications.
9. Inspect all crankcase helical coils and studs for stripped or distorted threads. Inspect
studs for corrosion, rusting, pitting, incomplete threads and looseness.
10. Inspect crankcase studs with a tool maker's square for alignment. Check studs for
looseness. Check crankcase stud height settings versus Appendix D specifications.
Remove, discard, and replace non-conforming studs with new studs.
11. Visually inspect the starter jack (or bearing) bore inside diameter for any damage.
Replace the starter jack (or bearing) exhibiting any signs of damage. Inspect the
dowel for damage, corrosion, and physical security; verify the dowel meets

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Appendix D stud height specifications. Replace the dowel if it is loose, bent,
missing, or fails to meet Appendix D dimensional specifications.

Figure 15-2. Crankcase Critical (White) Stress Areas

CAUTION: proper oil feed hole chamfer at the crankcase main
bearing is required to prevent cracks from forming in that area.
12. Inspect the main bearing oil feed passages and determine if they conform to the
illustration of the crankcase main bearing oil feed hole chamfer in Appendix D. The
subject passages are located in the left (2-4) case half and begin in the rear main
bearing saddle, counting forward.
Prerequisites
Prior to the completing the dimensional inspections of the crankcase, crankshaft, and
camshaft bores, temporarily assemble and torque the crankcase specifically for this
inspection using the torque sequence shown in Figure 15-3.

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13. For the preliminary torque, torque the crankcase fasteners in Figure 15-3 to ½ the
value specified in Appendix B.
14. Repeat the torque sequence in Figure 15-3 using the full value for the fastener
indicated in Appendix B.

Figure 15-3. Crankcase Dimensional Inspection Torque Sequence

15. Measure dimensional clearances for the assembled crankcase in Appendix D, inside
and outside dimensions, with bearings out and repeat with bearings installed to
check running clearance.
16. Record inspection results on “Dimensional Inspection Checklist”(page 11-12).

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15-6.2. Drive Train Dimensional Inspection
Equipment required
• A surface plate
• Metalworking lathe or two matched V-blocks
• Dial indicator
• Two blocks of ground flat steel stock of equal height
• Leaf-type feeler gauge
• 8-inch long arbors
NOTE: Precise setup is critical for the crankshaft and camshaft
dimensional inspections. Pass/fail criteria is measured in thousandths of
an inch (.001”).
1. Center the crankshaft between the headstock and tailstock of a lathe (or place the
crankshaft on matched V-blocks, mounted on a surface plate, supporting the front
and rear main journals). Check the parallelism at the front and rear main journals
with the dial indicator before inspecting runout.
2. Inspect the crankshaft journal and crankpin diameter compared to the new part
dimensions in Appendix D. Inspect the circumference of the crankshaft journals and
crankpins to ensure the out of round limits in Appendix D are not exceeded.
3. Rotate the crankshaft under a dial indicator placed on the center main journal to
detect bending (run out).
4. Rotate the crankshaft propeller flange under a dial indicator to detect runout
(bending) (see Figure 15-4).

ROD JOURNAL
CRANKSHAFT
FLANGE

OIL
PASSAGE #3 #2 OIL
PASSAGE

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

Figure 15-4. Crankshaft Journals

5. Mount the camshaft front and rear main journals on matched V-blocks.
6. Rotate the camshaft under a dial indicator placed on the center main journal to detect
bending (run out).

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15-6.2.1. Connecting Rod Dimensional Inspection
1. Verify the connecting rod and cap mate marks are aligned and the position numbers
stamped on or adjacent to the bolt boss match. Scrap connecting rods and caps with
mate marks that do not align.
2. Visually inspect the connecting rods for corrosion, pitting, discoloration (bluing),
galling, bending, twisting, impact damage or nicks. Scrap connecting rods with any
of these indications.
CAUTION: To attain dynamic balance, connecting rod assemblies
are paired with a maximum weight variation of 1/2 ounce between
opposing bays. For this reason, replacement connecting rods must
be ordered in pairs.
3. Weigh the opposing cylinder connecting rod pairs (1 vs. 2 and 3 vs. 4) with a
calibrated scale (accurate to 0.1 ounce) and record the weight variation. Discard
connecting rod pairs exceeding 0.5 ounce weight variation.
4. Visually inspect the connecting rod and cap parting surface. Contact signatures
resulting from assembly forces are normal and acceptable. Connecting rods
exhibiting fretting signatures, indicated by erosion of the original machining marks,
either locally or over the entire surface, are not acceptable for continued service.
Scrap connecting rods with fretting at the parting surfaces; do not attempt rework.
5. Visually inspect the nut seat area. Fretting signatures indicate material loss. Scrap
connecting rods with edge loading under the bolt head surface contact area.
6. Visually inspect dowel surfaces at the rod and cap bolt holes. Scrap connecting rods
with fretting at the dowel surface.
7. Align the mate marks on matching position numbers and assemble the connecting
rod and cap by installing a bolt through the cap and rod. With the cap seated firmly
against the rod, you must be able to install the remaining bolt using hand pressure
only. Scrap connecting rods if the bolts cannot be installed by hand.
8. Lubricate the connecting rod bolt and nut threads with clean 50 weight aviation oil.
9. Install and torque the nuts and bolts to Appendix B specifications.
10. Inspect the inside diameter joint of the rod to cap with both bolts and nuts installed
and torqued; mismatch (or a step) must be less than 0.001 inch. 

To check for a mismatch: place the rod on a surface plate with the split line at the 6
and 12 o'clock position; use V-blocks to hold the connecting rod in place. Use a dial
indicator mounted on a height gauge, zero out on one side of the split line and move
the indicator across the split line; a mismatch (or a step) of more than 0.001 inch is
not acceptable.
WARNING
Removing and installing the piston pin bushing with makeshift
tools will damage connecting rods.

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11. Remove the piston pin bushings from the connecting rod using a Connecting Rod
Bushing Removal/Installation Set (Burroughs 8098, or equivalent) and an arbor
press.
12. Inspect the piston pin bushing bore and surrounding area for nicks, gouges and
mechanical damage. Scrap connecting rods with any of these indications.
13. Use precision measuring equipment, such as a dial bore gauge or air gauge; verify
the connecting rod meets the dimensional specifications in Figure D-8. Measure the
inside diameter of the rod and cap within 30° of the rod and cap joint; take a second
measurement 90° from the first. Both measurements must meet Appendix D
dimensions; the difference between these two measurements is an indication of out-
of round and must not exceed 0.0015 inches. Scrap connecting rods and caps which
fail to meet Appendix D dimensional limits or exceed 0.0015" out-of-round. Scrap
connecting rods and caps which fail to meet these specifications.
14. Inspect the connecting rod channel rails for damage such as nicks, gouges or
mechanical damage. Scrap connecting rods with any of these indications.
15. Inspect the connecting rod using Appendix D dimensional specifications. Measure
alignment using two push fit (8 inch long) arbors: one for the bushing bore (piston
pin end) and another for the bearing seat (crank pin end) to verify the connecting rod
piston pin bushing is aligned with the crank pin end bearing bore. Measure as
follows:
a. Twist and insert the arbors into the rod bores.
b. Place the large end arbor (crank pin end) in the V-blocks on the surface plate.
c. Place the ground steel blocks under the ends of the bushing arbor (piston pin end)
a measured distance apart.
d. Use a leaf-type feeler gauge to measure the clearance under the arbor ends.
NOTE: Twist measurement/distance in inches = Twist/inch
e. Divide the measured clearance by the distance (in inches) of separation between
the blocks which will equal the twist per inch of length.
16. Measure the bushing and bearing convergence:
a. Mount a dial indicator on a surface gauge and swing the rod around the crank pin
end arbor to the vertical position against a firm stop.
b. Pass the indicator over the bushing arbor on both sides of the connecting rod at
points which are an exact number of inches apart. For exact parallelism, the two
measurements must be the same.

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15-6.3. Engine Cylinder Dimensional Inspection
Refer to Section D-4 for cylinder dimensional limits.
1. Perform the “Cylinder Visual Inspections”according to instructions in Section 6-
3.9.1. Replace cylinders that fail the inspection criteria.
2. Inspect cylinder bore dimensions using the appropriate illustrations and tables in the
Section D-4, “Engine Cylinders.” Cylinders may be honed (see Section 15-7.5.6,
“Cylinder Bore Honing” ) to hone the standard size dimensions in Appendix D to
the next authorized oversize dimension.
3. Inspect the cylinder base flanges for flatness. If a flange exceeds 0.001 inches out of
flat, replace the cylinder.
4. Dimensionally inspect the intake flange studs, cylinder exhaust flange studs, and
stud rocker hold down stud holes using a thread gauge. Determine the appropriate
oversize stud if replacement is required.
5. If the intake flange studs have been removed, dimensionally inspect the stud holes
using a thread gauge. Determine the appropriate oversize stud for replacement.
6. Dimensionally inspect the inside diameter and geometry of the of the valve guides.
Valve guide dimensions must be within specifications the entire length of the guide.
Replace worn or non-conforming guides.
7. Inspect the intake and exhaust valve seats for indication of burning, pitting erosion,
or cracks. Check the valve seat dimensions according to Appendix D specifications.
Regrind or replace valve seats which fail to conform to Appendix D specifications
or if the valve seat is cracked, eroded, burned or pitted
8. Inspect the pushrods for cracks, nicks, burrs, pitting or corrosion. Inspect the rod
caps for cracks or erosion. Verify the rod cap oil passages are clear and the bores
meet Appendix D specifications. Dimensionally inspect the pushrods length and cap
diameter with a micrometer and Appendix D specifications. Inspect runout with V-
blocks and an air gauge according to Appendix D specifications.
9. Inspect pushrod housings for cracks, dents, bending or chafing damage; discard
pushrod housings exhibiting these conditions. Inspect pushrod housings for rust,
pitting or missing cadmium plating; discard pushrod tubes exhibiting these
conditions. 

Inspect early O-200 engine cylinders with pushrod housings swaged in the cylinder
head for looseness, evidence of leakage or physical damage; replace pushrod
housings if loose, leaking or damaged.
10. Dry fit the rocker arms in the rocker arm boss to dimensionally inspect the rocker
arm thrust width. Refer to the overhaul tolerances in Appendix D and verify that the
thrust width specified for the engine being overhauled conforms to Appendix D
specifications. Replace the rocker arm if the thrust width is out of tolerance.
a. Inspect the rocker arm foot contact area for wear, galling, spalling, scoring, or
grooves; discard rocker arms exhibiting these conditions.

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b. Inspect the rocker arm ball seats for wear and smoothness; discard rocker arms
with gouged, scratched, etched, pitted or mushroomed ball seats.
c. Inspect the thrust surfaces of the rocker arm shaft bore for displaced metal,
spalling, or galling; discard rocker arms exhibiting these conditions.
d. Inspect rocker arm exhibiting peeling copper plating, which can be a source of
contamination in oil and spectrographic oil analysis. Use a scotch-brite pad to
remove loose copper plating material.
e. Inspect for and discard rocker arms with loose or missing oil passage drive
screws. Inspect oil passages for obstructions. Use an oil squirt bottle with clean
50 weight aviation engine oil to check oil passages for free flow. Discard rocker
arms with blocked oil passages which cannot be cleared with solvent.
11. Record inspection results on the “Engine Cylinder Overhaul Inspection Checklist.”
15-6.4. Starter Dimensional Inspection
Starter repair and field overhaul of the starter is not permitted.
15-6.5. Lubrication System Dimensional Inspection
1. Perform a “Gear Tooth Inspection” according to instructions in Section 15-3.1 on
the oil pump gears for damage or wear; replace worn or damaged gears.
2. Inspect the lubrication system components according to the dimensional
specifications in Section D-3. Test the oil pressure relief and oil temperature relief
valve springs for proper tension according to Section D-3.
3. Inspect the oil pump cavity for scoring. Verify the oil pump gears and accessory case
oil pump cavity meet Appendix D dimensional specifications. Replace the accessory
case if it fails to meet the dimensional limits.
4. Test the new oil pressure relief valve spring for proper tension according to
Appendix D. Compress the spring to 1.56 inches and verify the spring tension is
within the limits specified in Appendix D with a push-pull gauge.
5. Inspect the remaining lubrication system components according to the dimensional
specifications in Appendix D.
6. Record inspection results a copy of the “Dimensional Inspection Checklist.”

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15-6.6. Stud Height Dimensional Inspection
1. Inspect studs listed in Table 15-4 for damage, corrosion and security. Measure stud
heights using the measurements in Section D-6. Replace studs that fail the
inspection criteria.
2. Record inspection results on the “Dimensional Inspection Checklist.”

Table 15-4. Stud Height Settings

Illustration and Tables in Section D-6 provide stud sizes and heights for the items listed below. Items in the
tables match the referenced item numbers in the illustrations.

Inspection Item Inspect for:

Intake Manifold •Inspect the studs for corrosion, distortion, stripped or incomplete
Accessory Case threads, or looseness.
•Check the stud alignment using a tool maker's square.
Lubrication System •Studs should measure within the limits provided in Section D-6.
Crankcase •Replace unserviceable studs according to instructions in Section C-8.
•If studs installed in helical coil inserts are loose, the helical coil insert
Cylinder may require replacement according to instructions in Section C-6

15-7. Overhaul Repair

15-7.1. Induction System Overhaul Repair
1. Collect the induction system parts identified in Section C-2, “Replacement Parts” ,
Section C-2.3, “100% Parts Replacement Requirements” and Section C-2.4,
“Mandatory Overhaul Replacement Parts” to prepare for induction system assembly.
2. Overhaul the carburetor according to the instructions in the carburetor
manufacturer's service instructions.
3. Repair or replace the air intake housing based on inspection results.

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15-7.2. Alternator Overhaul
1. Overhaul the COntinental Motors 12 Volt, 60 ampere alternator according to the
latest revision of the alternator manufacturer's instructions (See Table 1-1); overhaul
instructions are not available for the remaining alternator configurations, which
must be replaced at engine TBO.
2. Collect the alternator drive coupling parts identified in Section C-2, “Replacement
Parts” , Section C-2.3, “100% Parts Replacement Requirements” and Section C-2.4,
“Mandatory Overhaul Replacement Parts” to prepare for alternator assembly.
15-7.3. Accessory Case Overhaul
1. Collect the accessory case replacement parts identified in Section C-2.3, “100%
Parts Replacement Requirements” and Section C-2.4, “Mandatory Overhaul
Replacement Parts.”
2. Replace the accessory case if it fails to meet Appendix D dimensional
specifications.
3. Reface the oil pressure relief valve seat according to Section 15-7.4.1, “Oil Pressure
Relief Valve Seat Repair” instructions. If the seat cannot be refaced within the
dimensional specifications in Appendix D, replace the accessory case.
4. Replace the accessory case if:
a. The accessory case exhibits cracks or the oil pump gear shaft bores or oil pump
gear chambers are enlarged or scored.
b. Oil pump housing gear shafts are loose.
c. Oil pump housing gear shafts exceed new parts dimensions specifications.
d. The oil pump housing flange exhibits nicks or gouges which cannot be lapped
smooth without exceeding new parts dimensional specifications.

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15-7.4. Lubrication System Overhaul
NOTE: An oil cooler must be cleaned by an appropriately rated Part 145
repair station. No structural repairs are allowed on the oil cooler. Replace
an oil cooler that has structural damage, bent/broken or cracked cooling
fins with a new or serviceable oil cooler. Weld repairs to the oil cooler
mounting flange are permitted only by an appropriately rated repair
station (i.e., FAA-approved Part 145 repair station).
Reface the oil pressure relief valve according to instructions in Section 15-7.4.1.
Collect the lubrication system parts identified in Section C-2.3, “100% Parts Replacement
Requirements” and Section C-2.4, “Mandatory Overhaul Replacement Parts” to prepare
for lubrication system assembly.
15-7.4.1. Oil Pressure Relief Valve Seat Repair
Reface the oil pressure relief valve seat in the oil pump housing during engine overhaul by
applying light finger pressure while using an 8048 Oil Pressure Relief Valve Spot Facer
(Chapter 3, Special Tools and Supplies) to reface the valve seat. Do not exceed the 0.005
inch depth to maintain 1.25 inch distance shown in Figure 15-5 after refacing.

Figure 15-5. Oil Pressure Relief Valve Rework

Thoroughly clean the oil pressure relief valve cavity of any debris after refacing the valve
seat. No debris is permitted in the oil pump housing at assembly.

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15-7.4.2. Oil Filter Adapter Stud Replacement
NOTE: This procedure applies only to screw-on type oil filters.
1. Remove the oil filter adapter stud.
2. Inspect the adapter housing threads for damage or cracks. If thread damage or cracks
are evident, replace the adapter housing.
3. Clean the adapter housing threads thoroughly to remove all adhesive or oil residue.
4. Temporarily install the new oil filter adapter stud in the oil filter adapter to check fit.
5. Verify that the incomplete thread on the new oil filter adapter stud stops at the first
thread in the adapter housing and does not continue into the housing below the
minimum depth specified in Appendix D. If the extension is less than the specified
minimum, replace the adapter housing.
6. After stud height verification, remove the oil filter adapter stud from the adapter
housing.
7. Clean the adapter housing and stud threads with Part No. 653693 primer (Loctite
7471) and allow to dry.
8. Apply a line of Part No. 646941 Adhesive (Loctite 271) along the large threads of
the oil filter adapter stud and torque the stud to Appendix B specifications.
9. Confirm the installed stud matches the illustration in Figure 15-6.
10. Allow the parts to cure at least 30 minutes prior to oil filter installation. Curing times
may vary depending on ambient temperature. Consult the Loctite instructions.

Install with Part No. 646941

sealant. Screw stud in to
adapter until it “bottoms out”
(stops turning) on incomplete
threads tapped in the adapter

0.50 Min.
Figure 15-6. Oil Filter Adapter Stud

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15-7.5. Engine Cylinder Overhaul Repair
Engine cylinder assemblies must be replaced at overhaul or leak checked, removed,
cleaned, inspected and restored to the equivalent of new cylinder assemblies. Section C-
2.3, “100% Parts Replacement Requirements” and Section C-2.4, “Mandatory Overhaul
Replacement Parts” itemize the engine parts which must be replaced at overhaul.
Before performing any cylinder overhaul repair, establish a baseline inspection point for
cylinder head-to-barrel movement and inspect the baseline throughout cylinder rework
procedures to verify joint integrity is not compromised.
1. Mask off a ¼-inch wide X 1-inch high area across the cylinder head to the barrel
junction on the intake port side of the cylinder.
2. Apply a heavy coat of high temperature paint.
3. Allow the paint to dry thoroughly.
4. Remove the masking material. 
Once the baseline inspection point is established, replace the valve seat as follows:
WARNING
Do not use a torch to heat the cylinder assembly. Heat the
cylinder using uniform heating methods only. After heating the
cylinder assembly, do not bump the head or barrel which could
cause movement in this area. Inspect the cylinder assembly to
ensure the cylinder head did not turn in relation to the barrel.
Movement of the cylinder head in relation to the barrel
destroys the assembly preload; discard the cylinder.
5. Heat soak the cylinder assembly via a uniform heating method up to 450°F (232°C)
for 1 hour.
6. Verify no cylinder head-to-barrel movement by referring to the baseline inspection
point. Discard cylinder assemblies exhibiting head-to-barrel movement.

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15-7.5.1. Cylinder Repair versus Replacement Guidelines
Table 15-5 indicates possible cylinder symptoms and appropriate corrective actions.

Table 15-5. Cylinder Repair vs. Replacement Guidelines

Condition Corrective Action
Cylinder with radial fin crack extending to the root of a fin Replace1 the cylinder
Broken, bent (or straightened), or pitted cylinder head or barrel fins Replace1 the cylinder
Power stroke stress on cylinder barrel; heavy rust or pitting, indentation; chafing or cracks Replace1 the cylinder
on cylinder barrel
Cracks in cylinder head structure Replace1 the cylinder
Cracked or eroded valve seat bore Replace1 the cylinder
Static seal leakage or leakage from head to barrel seal or crack in head or barrel Replace1 the cylinder
Discolored/burned paint, Replace1 the cylinder
Piston pin scoring or damage to the cylinder bore (usually due to overheating)
Do Not Repair2
Blistered paint on the cylinder barrel Replace1 the cylinder
Cylinder head-to-barrel flange movement Replace1 the cylinder
Low differential pressure coupled with excessive oil consumption Repair or replace 3 the
cylinder
Scratches in the honed surface of the cylinder wall or cylinder bore Repair the cylinder
Pitting, sharp dents or chafing in fin tips less than 0.050 inches (1.3 mm) deep Repair the cylinder
1. Replacement cylinders are available in several configurations, starting with a basic assembly and progressing to cylinders with more com-
ponents installed:
- Cylinder and Valve Assembly (includes the Basic Cylinder Assembly plus valve components).
- Loaded Cylinder and Valve Assembly (Cylinder and Valve Assembly plus rocker shaft, piston, piston rings, and gasket set).
-Consult Continental Motors Internet Services for the latest parts information.
2. Do not attempt to remove overheating damage by grinding the cylinder bore to the next allowable oversize. Cylinder barrel overheating
destroys material strength.
3. If the cylinder is otherwise acceptable on inspection and the fits and clearances provide enough tolerance that the cylinder can be ground
and honed, repair the cylinder; otherwise replace the cylinder.

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15-7.5.2. New Cylinder Position Numbers
Original cylinders have a position number stamped on the edge of the base flange. New
cylinders must have a position number stamped in the location shown in Figure 15-7.
CAUTION: Do not metal stamp or etch the piston.
NOTE: Pistons are not stamped with position numbers.

0.100” MIN. DISTANCE FROM EDGE

STAMP POSITION NUMBER

4 WITH METAL STAMP AND
BALL PEEN HAMMER

STAMP CYLINDER
BORE OVERSIZE
DIAMETER HERE

Figure 15-7. Cylinder Position Number

15-7.5.3. Cylinder Head Repair
Replace cracked or damaged cylinders. Do not attempt to repair a cracked cylinder head.
WARNING
Do not perform any structural weld repairs on the cylinder
head. Welding the cylinder head structure can destroy the
assembly preloads and casting strength resulting in cylinder
assembly failure.
15-7.5.4. Cylinder Fin Tip Repair
CAUTION: Do not attempt to straighten bent cylinder fins.

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15-7.5.5. Cylinder Barrel Repair
WARNING
Cylinder Barrel Repair requires FAA certification. If you are
not certified, do not attempt to repair the cylinder barrel.
If the cylinder passes the visual inspection and static leak check at the cylinder head to
barrel junction, the cylinder barrel may be ground to the next authorized oversize
dimension by an FAA Part 145 Repair Stations certified to grind engine cylinders. These
facilities grind and hone the cylinder bore using a cam-controlled grinder to grind the
cylinder barrel to the next larger authorized oversize dimension specified in Appendix D.
After grinding the cylinder barrel to the next authorized oversize dimensions, perform a
Magnetic Particle Inspection on the cylinder bore and identify the cylinder with the
correct bore size by steel-stamping the barrel flange with the appropriate oversize
designation.
CAUTION: Replace the engine cylinder if the barrel fins exhibit
pitting, sharp indentation, or chafing damage. Do NOT weld
cylinder barrel fins or cylinder barrels.
If a cylinder has been ground, the cylinder bore must be honed according to instructions in
Section 15-7.5.6, “Cylinder Bore Honing.”

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15-7.5.6. Cylinder Bore Honing
Perform this procedure under any of the following circumstances:
• after grinding a cylinder barrel
• when replacing piston rings
• to restore the cylinder bore cross hatch pattern
1. Hone the cylinder bore using a wet honing process and hone stones that will produce
a surface finish as specified in Table 15-6.
2. Inspect the cylinder barrel wall for corrosion, pitting and scoring. Discard any
cylinder exhibiting any of these unacceptable, non-conforming conditions.
3. Measure the surface finish using a Hommel Tester T500 Part No. 191800. The
software for interpreting tester data is Hommel America TIOOO Turbo.
4. Set the tester to the following parameters:
a. Inch units
b. Traverse lengths Lt of 0.19 and Lm of 0.16
c. Cutoff length (Lc) of 0.03
d. Ml filter
e. R profile (Prof)
5. After wet honing, the bore finish must show a cross hatch pattern. The included
angle of the cross hatch measured perpendicular to the axis of the cylinder is 22°-
32°. Inspect the hone pattern taken at 100X magnification. An acceptable cross
hatch pattern must be cleanly cut and free of torn and folded metal.
NOTE: Honed turnaround areas up to 0.5 inch from the skirt and barrel
stop are exempt from cross hatch angle requirements.
6. After honing, clean the cylinder thoroughly using hot soapy water and a stiff bristled
scrub brush to remove all honing material from the cylinder.
7. Rinse the cylinder with hot water to remove soap residue.
8. Dry the cylinder completely; repeat step 2 to verify cylinder serviceability. If the
honed cylinder passes inspection, thoroughly coat the cylinder bare steel surfaces
with clean 50 weight aviation engine oil.
9. The surface finish of the cylinder barrel bore must conform to the specifications
listed in Table 15-6.
Table 15-6. Cylinder Bore Surface FInish Specifications
Symbol Description Range
Ra Arithmetic average surface roughness 30-50 micro inches
Sk Skew, measure of plateau -1 to -3.5
R3Z Three point height, distance between third highest 130-275 micro
peak and third lowest valley inches
RPM/Rz Ratio of mean peak to total depth of pattern <0.35

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15-7.5.7. Valve Seat Removal
Equipment Required
• Burroughs Part No. 5221B, Cylinder Holding Fixture, or equivalent
• Burroughs Part No. 5221-13A, Holding Fixture Adapter, or equivalent
• Burroughs Part No. 8086, Valve Seat Insert Remover and Replacer Tool, or equivalent
• Burroughs Part No. 8122A, Common Drive Handle, or equivalent
• Burroughs Part No. 8116, Universal Drive from common parts kit, or equivalent
• Valve stem or valve guide hole pilot of correct size
• Valve seat boss cutter equal in size to the new valve seat outside diameter
• Heavy duty drill press
1. Inspect the cylinder head to barrel junction baseline (Section 15-7.5); discard
cylinders exhibiting movement.
WARNING
Do not use a torch to heat the cylinder assembly. Heat the
cylinder using uniform heating methods only. After heating the
cylinder assembly, do not bump the head or barrel which could
cause movement in this area. Inspect the cylinder assembly to
ensure the cylinder head did not turn in relation to the barrel.
Movement of the cylinder head in relation to the barrel
destroys the assembly preload; discard the cylinder.
2. Heat soak the cylinder assembly via a uniform heating method up to 450°F (232°C)
for one hour.
3. Using the correct special tool, remove the worn valve seats and allow the heated
cylinder to cool to room temperature.
4. Inspect the valve seat bore for cracks and erosion. Discard any cylinder with a
cracked valve seat bore or a valve seat bore that has eroded beyond the allowable
valve seat oversize bore repair.
5. Select the proper size valve seat bore cutter based on the new valve seat insert
outside diameter. See Section D-4.
6. Install the cylinder in the Cylinder Holding Fixture.
7. Using the specified special tools, machine the valve seat bore(s) to the correct
diameter. Do not exceed the new part (overhaul) tolerances specified in Appendix D
for the respective intake and/or exhaust valve seat illustrations, as applicable.
8. Deburr the valve seat bore and clean the cylinder, removing all debris created during
the machining procedure.
9. Inspect and record the valve seat bore inside diameter and new valve seat outside
diameter on the “Engine Cylinder Overhaul Inspection Checklist”(Table 11-7).
Refer to Appendix D for the valve seat dimensional limits.
10. Install a new valve seat according to Section 15-7.5.8, “Valve Seat Installation.”

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15-7.5.8. Valve Seat Installation
WARNING
Do not use a torch to heat the cylinder assembly. Heat the
cylinder using uniform heating methods only. After heating the
cylinder assembly, do not bump the head or barrel which could
cause movement in this area. Inspect the cylinder assembly to
ensure the cylinder head did not turn in relation to the barrel.
Movement of the cylinder head in relation to the barrel
destroys the assembly preload; discard the cylinder.
1. Inspect the cylinder head to barrel junction baseline (Section 15-7.5); discard
cylinders exhibiting movement.
2. While the cylinder is hot, install the valve seat firmly against the bottom of the valve
seat bore using the required special tools.
WARNING
Misaligned or improperly installed valve seat(s) will cause valve
leakage and burning.
3. Install new valve guides according to instructions in Section 15-7.5.9 and
Section 15-7.5.10 followed by a “Fluorescent Penetrant Inspection”on the newly
installed valve seat(s) and valve guide(s).
15-7.5.9. Valve Guide Removal
Equipment Required
• Burroughs Part No. 5221B, Cylinder Holding Fixture, or equivalent
• Burroughs Part No. 5221-15A, Holding Fixture Adapter, or equivalent
• Burroughs Part No. 4981, Valve Guide Remover, or equivalent
• Burroughs Part No. 8116-1R through 15R Valve guide stem hole reamer, or equivalent
• Burroughs Part No. 8116-1 through 16, Expanding guide bores, or equivalent
• Burroughs Part No. 3170, Floating Holder, or equivalent
• Proper size morse adapter
• Heavy duty drill press

1. Inspect the cylinder head to barrel junction baseline (Section 15-7.5); discard
cylinders exhibiting movement.
2. Install proper size head on Valve Guide Remover and attach the assembly to a cold
water supply.
3. Heat the cylinder assembly via a uniform heating method to 350°F (177°C)
maximum and heat soak the cylinder assembly for 10 minutes.
WARNING
Do not use a torch to heat the cylinder assembly. Heat the
cylinder using uniform heating methods only. After heating the

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cylinder assembly, do not bump the head or barrel which could
cause movement in this area. Inspect the cylinder assembly to
ensure the cylinder head did not turn in relation to the barrel.
Movement of the cylinder head in relation to the barrel
destroys the assembly preload; discard the cylinder.
4. Install the cylinder in the holding fixture.
5. Install the pilot into the valve guide.
6. Hold the Valve Guide Remover down firmly pressed into guide bore with one hand
and the other hand on the water release mechanism.
7. Release the water and drive out the valve guide while water is running.
8. Remove the other valve guide.
9. Allow the cylinder to cool to room temperature.
10. Measure the cylinder head valve guide bore and select the proper size reamer.
CAUTION: Always ream the guide bore to the proper oversize.
11. Ream the cylinder head valve guide bore to the required size.
12. The guide bore must be free of grooves.
13. Deburr the valve guide bore and clean the cylinder; remove all machining debris.
14. Inspect the valve guide bore new inside diameter (Appendix D).
15-7.5.10. Valve Guide Installation
1. Inspect the cylinder head to barrel junction baseline (Section 15-7.5); discard
cylinders exhibiting movement.
2. Apply a small amount of LUBRIPLATE® 930AA to the outside diameter of the
valve guide to prevent binding during installation.
WARNING
Do not use a torch to heat the cylinder assembly. Heat the
cylinder using uniform heating methods only. After heating the
cylinder assembly, do not bump the head or barrel which could
cause movement in this area. Inspect the cylinder assembly to
ensure the cylinder head did not turn in relation to the barrel.
Movement of the cylinder head in relation to the barrel
destroys the assembly preload; discard the cylinder.
3. Heat soak the cylinder assembly via a uniform heating method to 350°F (177°C) for
10 minutes.
4. While the cylinder is hot, install the new valve guides:
CAUTION: The intake and exhaust valve guides are different and
must be installed in the correct positions.

Never install an oversize valve guide in a standard size valve seat.

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a. Install the exhaust valve guide in the side of the cylinder with the smaller
diameter valve seat.
b. Install the intake valve guide in the side of the cylinder with the larger diameter
valve seat.
5. Hang the cylinder with the flange up; allow the cylinder to stabilize to room
temperature. Inspect the valve guide inside diameter.
6. Ream the valve guides according to the “Valve Guide Bore Reaming” instructions in
Section 15-7.5.11.
7. After reaming the valve guide to the proper inside dimension, perform a
“Fluorescent Penetrant Inspection”(Section 15-4) on the new valve guide and the
valve seat.
15-7.5.11. Valve Guide Bore Reaming
CAUTION: Do not attempt reaming the valve guide bore with a hand
held power tool.
1. Install the Cylinder Holding Fixture into a drill press.
2. Index the Cylinder Holding Fixture to the proper angle and install the cylinder in the
fixture.
3. Zero in the valve guide with the dial indicator.
4. Using the proper size reamer tool bit, ream the valve guides while applying
generous amounts of lubricant at 400 RPM for high speed steel reamers and 700
RPM for carbide tip reamers.
5. Inspect the finished bore size using Appendix D specifications for the valve stem
bore inside diameter. The valve guide finish must be 63 Ra finish measured with a
profilometer.
6. Perform a “Fluorescent Penetrant Inspection”(Section 15-4) on the cylinder in the
area surrounding the newly installed valve guide to verify no cracks developed
during installation.

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15-7.5.12. Valve Seat Machining
Equipment Required:
• Burroughs Part No. 5221B, Cylinder Holding Fixture, or equivalent
• Burroughs Part No. 5221-13A, Holding Fixture Adapter, or equivalent
• Sioux brand Part No. 1675 Valve Seat Grinder Set, or equivalent.
• Valve Seat Grinder Pilot 0.437 diameter check inside diameter of valve guide for
proper size.
• Grinding stones:
• K106 roughening for intake valve seats
• K46 finishing for intake valve seats
• K95 roughening for exhaust valve seats
• K25 finishing for exhaust valve seats.
NOTE: Valve seats and valves may be lapped after refacing, if desired.
Lapping compounds are extremely abrasive, be sure to completely
remove compound residue from the valves, valve seats and cylinder by
thorough cleansing with hot soapy water and a stiff bristled scrub brush.
Rinse the cylinder thoroughly with hot water to remove soap residue.
1. Reface the valve seats according to the specifications in Appendix D using the valve
seat grinder. Wash the cylinder with soapy water and rinse thoroughly.
2. Dry the cylinder completely.
3. Coat all bare steel surfaces thoroughly with clean 50 weight aviation engine oil.

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15-7.5.13. Spark Plug Helical Coil Insert Replacement
Equipment Required
• Helical Coil Extracting Tool
• Helical Coil Installation Tool
• No. 520-2 Expanding Tool

1. Before attempting to remove a damaged helical coil insert, use a sharp pointed tool
to pry the teeth at the outer helical coil end away from the cylinder head metal.
2. Tap the Helical Coil Extracting Tool into the insert until firmly seated; remove the
helical coil.
3. Inspect the spark plug boss (hole) diameter and thread condition. If threads are
damaged or missing, drill and tap the threads to the next allowable oversize helical
coil size according to the instructions in Appendix C.
4. Using the proper size mandrel on the Helical Coil Installation Tool, place a new
stainless steel helical coil in the cutout side of the Helical Coil Installation Tool and
engage the driving tang toward the threaded end.
5. Engage the tang with the slotted end of the driving mandrel and wind the insert into
the sleeve thread, compressing the insert.
6. Hold the sleeve so the helical coil can be seen through the slot in the threaded end.
7. Turn the mandrel crank until the insert starts into the cylinder head hole. If the
sleeve is not in contact with the head surface, grip the sleeve and mandrel and turn
until the sleeve touches lightly.
WARNING
The helical coil insert end must not protrude into the
combustion chamber after it has been installed.
8. Wind the helical coil into the cylinder head until its toothed end lies within the first
full thread. The teeth should be in position to enter the depressions made by the
original insert. If driven too far, the insert will emerge in the combustion chamber
and will have to be wound through and removed.
9. When the helical coil is in the correct position, use long-nose pliers to bend the
driving tang back and forth across the hole until it breaks off at the notch.
10. Coat the threaded end of the No. 520-2 Expanding Tool with Alcoa thread lube or a
mixture of white lead and oil.
11. Screw the No. 520-2 Expanding Tool into the new insert until its final thread forces
the teeth firmly into the cylinder head metal.

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15-7.5.14. Cylinder Stud Installation
Replace exhaust manifold studs, regardless of condition, replace studs that are loose or fail
to meet Appendix D specifications according to the “Rosan® Stud Installation”
instructions in Appendix C-7.2.1. Install the new studs to the specified heights listed in
Appendix D. Check the stud alignment using a tool maker's square.
Install the appropriate oversize new exhaust flange studs, rocker shaft hold down studs,
and intake flange studs according to the “Engine Cylinder Dimensional Inspection” in
Section 15-6.3 and Appendix D.
15-7.5.15. Piston Ring Replacement
Install new pistons and piston rings on each engine cylinder during the engine assembly.
NOTE: Whenever piston rings are replaced in an engine cylinder, hone
the cylinder bore prior to assembly according to“Cylinder Bore Honing”
in Section 15-7.5.6.
15-7.5.16. Cylinder Protective Coatings
1. Clean the exterior cylinder head surface.
2. Apply a protective coating of Alodine on the cylinder surface according to
instructions in Section 14-4, “Protective Coatings.”
3. Thoroughly clean the entire cylinder with mineral spirits and air dry.
4. Mask the cylinder flange nut seat contact surfaces, cylinder skirt and flange-to-
crankcase mating surfaces.
5. Apply a protective coating of specified enamel paint or equivalent (Chapter 3,
Special Tools and Supplies) to the cylinder barrel according to instructions in
Section 14-4.3, “Paint.”
CAUTION: Do not paint the cylinder flange nut seats, skirt, or
flange-to-crankcase mating surface.
6. After the paint dries completely, remove all masking materials.
7. Coat all bare steel surfaces with clean 50 weight aviation engine oil.
8. Store the cylinder assembly in a clean protected area until cylinder assembly.
15-7.5.17. Rocker Arm Bushing Replacement
1. Remove the old bushings from the rocker arm(s).
2. Measure the rocker arm bushing bore inner and outer diameter; verify it conforms to
the Appendix D dimensional specifications.
WARNING
Incorrectly positioned bushing oil passages will result in a loss
of rocker arm shaft lubrication, severe wear of the rocker arm
bushing, shaft, and valve guide and possible engine failure.
3. Lubricate the new bushings with clean 50 weight aviation engine oil.

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4. Using the Burroughs Rocker Arm Bushing Remover/lnstaller (8118) or equivalent
and an arbor press, carefully press the bushing into the rocker arm bushing bore.
5. Plug the bushing oil passages with beeswax to prevent debris from entering the oil
passages.
6. Ream the new bushings to the diameter specified in Figure 15-8.
7. Lightly break the sharp edge at each end of the new bushings.
8. Inspect the bushing bore size and surface finish to verify it meets Appendix D
specifications.
9. After reaming, clean and flush the oil passages with clean mineral spirits to remove
the beeswax; ensure the oil passages are clean and free of debris.
10. Perform a “Visual Inspection”(Section 15-3) and “Magnetic Particle Inspection”
(Section 15-5) on the rocker arm assembly.
11. Clean obstructed oil passages in rocker arms or pushrods by soaking the parts in
clean mineral spirits and blowing compressed air through them. Discard rocker arms
or pushrods with clogged oil passages.

0.810
80

0.813

0.994
0.991
32

SURFACES MUST BE
SQUARE WITHIN 0.002”
0.6107 FULL INDICATOR READING
0.6097

SECTION A-A
Figure 15-8. Rocker Arm Bushing Replacement

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15-7.5.18. Rocker Arm-to-Retainer Clearance
Maintain a minimum clearance of 0.020 inches (0.508 mm) between the rocker arm and
valve spring retainer. If 0.020 inches (0.508 mm) clearance is not met, proceed as follows.
WARNING
Grinding marks or cracks in the rocker arm may cause the
rocker arm to fail.
1. Temporarily install the rocker arm on the cylinder to verify rocker arm to retainer
clearance.
2. Smoothly grind across the forging flash line on the underside of the rocker arm to
obtain the specified clearance. The grind must be smooth and uniform and must not
exceed the width illustrated in Figure 15-9. Cover the rocker arm bushing bore and
oil passage to prevent contamination. If the required clearance cannot be met
without exceeding the grind width, discard and replace the rocker arm.
3. Polish the entire ground surface to remove grinding marks.
4. Remove the protective coverings from the rocker arm and clean thoroughly.
5. Perform a “Magnetic Particle Inspection” (Section 15-5) on the polished rocker arm
to inspect for cracks.
6. Remove and thoroughly clean the rocker arm(s) before final engine assembly.

GRIND UNDERSIDE, IF REQUIRED, TO

MAINTAIN MINIMUM CLEARANCE

0.020
MINIMUM

Figure 15-9. Rocker Arm to Retainer Clearance

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15-7.6. Inter-Cylinder Baffle Repair
1. Inspect the inter-cylinder baffle for physical damage or missing parts. Missing or
faulty rivets may be replaced if the baffle material is sound. Replace baffles
damaged by mishandling, or baffles exhibiting stress cracks or missing material.
a. Inspect the baffles for cracks and missing parts; replace baffles with stress cracks
or cracks around riveted points.
b. Dry fit the baffles to the contour of the cylinders to verify proper fit. Straighten
dents and bent edges with a hammer and anvil.
c. Inspect installed rivets for security; replace loose or faulty rivets.
2. Inspect the isolator pads for physical damage and security. Replace loose or
damaged isolator pads.
a. Remove and discard the faulty isolator pad.
b. Clean the baffles according to the instructions in Chapter 14. Restore the alodine
protective coating, if necessary.
NOTE: Isolators are required on each side of the baffle.
c. Mount the isolator pad on the baffle according to the illustration in Figure 15-
10even with the cylinder barrel baffle with Part No. 655700 adhesive 0.20” from
the bottom of the baffle, 0.015” from the baffle edge.

Figure 15-10. Baffle Assembly

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15-7.7. Crankcase Overhaul Repair
1. Collect the crankcase replacement parts specified in Section C-2, “Replacement
Parts” , Section C-2.3, “100% Parts Replacement Requirements” and Section C-2.4,
“Mandatory Overhaul Replacement Parts.”
2. Replace any crankcase or associated part worn beyond the overhaul limits in
Appendix D or failing to meet inspection criteria. Discard and replace all non-
conforming components.
15-7.7.1. Crankcase Welding
WARNING
No weld repairs are permitted in the critical (non-shaded) areas
of the crankcase or the bearing support structures. An FAA-
approved repair facility is the only facility authorized to
perform a crankcase weld repair.
Welding is only permitted on non-critical areas of the crankcase identified in the Figure
15-2. Only an FAA-certified weld repair facility for specialized crankcase repairs may
complete the weld repair. The dimensional integrity of the crankcase must be maintained.
15-7.7.2. Starter Adapter Preparation
1. Remove the plug from the starter adapter assembly with a ½" expandable bushing/
bearing puller and slide hammer.
2. Visually inspect the inside diameter of the starter adapter assembly bore for damage.
If the starter adapter assembly bore exhibits damage or wear, replace the starter
adapter assembly.
3. Use an arbor press and a three inch long 0.375-16 UNC-2B bolt to install a new
plug. Coat the new plug with Loctite 609, screw the bolt into the plug and install as
specified in Figure 15-11.

Figure 15-11. Starter Jack Adapter

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15-7.7.3. Crankcase Cylinder Deck Stud Replacement
Replace crankcase studs which fail to meet Appendix D stud height specifications
according to stud replacement instructions in Appendix C. Refer to the crankcase figures
in Appendix D for the proper stud height settings.
WARNING
Do not attempt to repair the 2 and 4 o'clock crankcase cylinder
deck stud positions by installing helical coil inserts.
1. Verify the studs, threads tapped holes are free of damage and are clean and dry.
2. Apply Part No. 653693 Primer (Loctite 7471) to the stud and cylinder deck threads
and allow appropriate drying time according to manufacturer's recommendations.
3. Apply Part No. 646941 High Strength Adhesive (Loctite 271) to the stud and the
cylinder deck tapped hole threads.
4. Install the studs to the appropriate cylinder stud height setting in Appendix D-6.
5. Wipe excess adhesive from the cylinder deck.
6. After two hours minimum cure time, test the installed stud breakaway torque. Studs
must resist movement with a torque load of 100 in-lbs. If studs break away, replace
with a new stud.
15-7.7.4. Crankcase Line Boring
Either discard or line-bore crankcases with crankshaft or camshaft bearing bores that
exceed the Appendix D specifications. Only a certified repair facility for specialized
crankcase repairs is authorized to perform line bore repairs. Only a certified repair station
for specialized crankcase repairs is authorized to perform line bore repairs. Refer to
Appendix D for overhaul limits and Section 15-6.1, “Crankcase Dimensional Inspection”
for information on performing a crankshaft and camshaft bore dimensional inspection.
15-7.7.5. Crankcase Machining
Discard and replace or machine crankcases exhibiting fretting. Crankcase machining is
only permitted at a certified crankcase repair facility. The crankcase cylinder deck
dimensions are listed in Appendix D. After machining, the cylinder deck height must meet
Appendix D specifications. Discard crankcase halves failing to meet this dimension.
CAUTION: Gear backlashes must not be less than the specified
minimum after machining.
The crankcase half-parting line surface must be flat within 0.005 inches (true indicator
reading). The sum total of the parting line surface for both crankcase halves must not
exceed 0.008 (true indicator reading). Discard crankcase halves that exceed these
dimensions. After all machining is complete, perform a “Fluorescent Penetrant
Inspection” on the crankcase halves according to instructions in Section 15-4.

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15-7.8. Engine Drive Train Overhaul
CAUTION: Engine Drive Train Overhaul is beyond the scope of
field repairs. Special fixtures, special tools and air gauges are
required to inspect the components for serviceability after repairs
are accomplished. Overhaul repairs to the camshaft, crankshaft and
connecting rods may only by performed by an FAA Part 145 Repair
Station using FAA approved repair procedures.
1. The engine drive train consists of the camshaft assembly and crankshaft assembly,
gears and connecting rods. Overhauling the engine drive train entails disassembling,
verifying the integrity of parts, replacing parts, and re-assembling these components
as instructed in the subsection herein. Replace any parts worn beyond Appendix D
limits or parts which do not meet inspection criteria.
2. Collect the engine drive train replacement parts specified in Section C-2.3, “100%
Parts Replacement Requirements” and Section C-2.4, “Mandatory Overhaul
Replacement Parts.”
3. Refer to the appropriate subsections to accomplish camshaft and crankshaft repairs.

Table 15-7. Engine Drive Train Parts Replacement

Part to Consider for Replacement Discard and Replace Criteria
Crankshaft Discard/replace a crankshaft with any of the following
conditions:
•Cracks
•Rust
•Pitting
Oil Control Plugs Discard/replace loose or leaking oil plugs
Connecting Rods Discard/replace any connecting rods:
•With a bore exhibiting nicks or gouges
•If the rod and cap do not align properly

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15-7.8.1. Camshaft Repair
WARNING
Camshafts may only be repaired by an approved FAA Part 145
Repair Stations. Do not attempt camshaft repair without the
proper tooling and FAA required certification.
Continental Motors offers new camshafts in the nominal new part specification to 0.020”
undersize in 0.005” increments. Camshaft repairs must be performed by an FAA Part 145
Repair Station certified to perform the camshaft repair. Camshaft repair procedures must
be accomplished in accordance with Federal Aviation Regulations to return the camshaft
to the dimensional limits in Appendix D. Camshaft grinding is limited to 0.020”
authorized undersize. Undersize camshafts require line boring of the crankcase journals.
The camshaft lobes and bearing surfaces must be heat treated and carburized to a finished
core hardness of HRC 25-45. A finish coating of AMS 2481 is required. Perform a
“Magnetic Particle Inspection”(Section 15-5) on the camshaft after rework.
15-7.8.2. Crankshaft Repair
WARNING
Crankshafts may only be repaired by an approved FAA Part
145 Repair Stations. Do not attempt crankshaft repair without
the required FAA certification.
CAUTION: Do not attempt to repair a scored or overheated
crankshaft. Discard and replace scored or scorched crankshafts.

If a crankshaft is repaired by an FAA Repair Station, the nitride
treatment must be restored.
The crankshaft may be repaired by grinding the crank pins and journals to 0.010 inches
(0.254 mm) under the new shaft limits per Appendix D and re-nitriding. This repair is only
authorized at an FAA Part 145 Repair Station certified to perform crankshaft repairs.
Crankshaft repair procedures must be accomplished according to Federal Aviation
Regulations. The repaired crankshaft must meet the new part dimensional limits specified
in Appendix D.

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15-7.8.2.1. Crankshaft Plating Overhaul
1. Remove any tin plating on the crankshaft in the one inch area shown in Figure 15-12
by rubbing a piece of very fine emery cloth, buffing around the shaft to attain a
smooth uniform finish without any scratches.
2. Apply a ½-inch wide strip of 180 grit emery cloth against the newly polished one
inch area on the crankshaft with firm hand pressure to lightly scratch (not score or
gouge) a new helix design in a 30° pattern in the plated area as shown in Figure 15-
12. The helix promotes proper seating of the crankshaft oil seal and a better seal to
help prevent leakage.
3. After preparing the first quarter portion, rotate the crankshaft by hand so that the
next portion is visible and continue rubbing with the 180 grit emery cloth until the
entire one inch plated area (Figure 15-12) around the crankshaft is lightly scratched
with the helical design.
4. Flush the particles from the crankshaft with mineral spirits.
5. Wipe the plated area with the lightly scratched helical pattern on the crankshaft with
acetone. Ensure the crankshaft is free of any debris or particulate matter to facilitate
clean sealing.
6. Mask the crankshaft except for the area prepared in the previous steps to prevent
overspray. Apply a uniform coat of aluminum primer to the portion of the crankshaft
which will be exposed to the elements. Allow the primer to dry to the touch.

Figure 15-12. Crankshaft Helix Pattern

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15-7.8.2.2. Connecting Rod Piston Pin Bushing Replacement
Replace all connecting rod piston pin bushings at overhaul.
Equipment Required
• Burroughs Part No. 8098, Connecting Rod Bushing Removal/Installation Set, or eq.
• Burroughs Part No. 8111A, Connecting Rod Boring and Alignment Fixture, or eq.
• Burroughs Part No. 8042C, Adapter Kit, or equivalent
• High speed borer of the correct size
• Vertical mill or equivalent capable of maintaining 1750 RPM
• Arbor press
• Federal Dimension Air Gage with a 1.1268 setting ring and 1.1268 air plug, or eq.
• Profilometer
WARNING
Use only the special tools listed. Removing and installing
connecting rod bushings with makeshift tools can damage the
connecting rods.
Verify the piston pin bushing being installed is the correct part number for the application.
Use a Connecting Rod Bushing Removal/Installation Set (Burroughs 8098 or equivalent)
and an arbor press to install the piston pin bushing as follows:
1. Press out the old piston pin bushing using the Connecting Rod Bushing Removal/
Installation Set and an arbor press. Verify the connecting rod bore is smooth.
2. Verify the new bushing part number. Dip the new piston pin bushing in clean 50
weight aviation engine oil before placing it in position. The bushing may be chilled
to aid installation.
3. Inspect the piston pin bushing bore and assess the condition based on information in
Table 15-7, “Engine Drive Train Parts Replacement” to determine acceptability of
parts. No nicks or gouges are permissible on the bore after the bushing is removed.
Discard the connecting rod if nicks/gouges are found.
4. Position the connecting rod over the pilot so the mate marks and piston pin bore
chamfer are facing up.
5. Place the piston pin bushing on the pilot so that the bushing split is located 45° ± 5°
from the center line of the connecting rod, facing the crankpin end. Refer to the
Connecting Rod Dimensions in Appendix D.
6. Position the ram onto the pilot.
7. Using the arbor press, carefully press the new piston pin bushing flush with the
piston pin bore.
8. Bore the new piston pin bushing to the diameter specified in Appendix D according
to Section 15-7.8.2.3, “Piston Pin Bushing Boring” instructions.

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9. Visually inspect the connecting rod for nicks or damage that may have occurred
during bushing installation. Scrap connecting rods exhibiting these conditions.
10. Verify the piston pin bushing split line is correctly positioned according to Figure D-
8 specifications.
11. Because of the close tolerances required, inspect the new piston pin bushing; note
the bushing bore inner diameter must meet Appendix D specifications:
a. Use a Federal Dimension Air Gauge (with the appropriate setting ring and air
plug) to verify that the piston pin bushing is within the connecting rod minimum
and maximum limits specified in Appendix D.
b. Check the piston pin bushing surface finish with a profilometer. The surface
finish must not exceed 16 Ra.
c. Check the connecting rod bushing for alignment and twist after bushing
installation using the Connecting Rod Boring and Alignment Fixture (Burroughs
8111A or equivalent).
d. To check the connecting rod twist, insert the push to fit arbors into the pin and
crank end of the rod.
e. Place the connecting rod crank pin end onto the V-blocks.
f. Place the pin end arbor on the two machined parallel steel blocks spaced equal
distance from the center line of the rod, but not less than 6 inches apart.
g. Use a flat feeler gauge to detect clearance between the machined steel blocks and
the pin end arbor. Refer to the connecting rod dimensions in Appendix D for
specified limits.
h. To check the connecting rod alignment, rotate the pin end of the connecting rod
to a vertical position and with the arbor resting against a positive stop.
NOTE: The piston pin bushing must be bored to the proper inside
diameter according to the “Piston Pin Bushing Boring”instructions in
Section 15-7.8.2.3.
i. Using a dial indicator mounted on a vertical stand resting on the surface plate,
measure the vertical distance of the pin end arbor from the surface plate at points
of equal distance from the centerline of the connecting rod. Compare the
connecting rod measurements to the connecting rod dimensions in Appendix D.
Connecting rods exceeding Appendix D limits must have the piston pin bushing
replaced and reamed or the connecting rod must be scrapped.
j. Inspect the connecting rod bushing alignment with the large end bearing seat
according to the connecting rod dimensions in Appendix D.
12. Inspect the connecting rod alignment using push fit (8 inch) arbors for the bushing
bore (piston pin end) and bearing seat (crank pin end). Verify the connecting rod
piston pin bushing is aligned with the crank pin end bearing bore:
a. Insert the arbors into the connecting rod bores.

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Overhaul Inspection and Repair
b. Place the large end arbor (crank pin end) in the V-blocks on the surface plate.
c. Place the ground steel blocks under the ends of the bushing arbor (piston pin end)
a measured distance apart.
d. Use a leaf-type feeler gauge to detect any clearance under the arbor ends.
e. Divide this measurement by the distance in inches of separation between the
blocks which will equal the twist per inch of length.
NOTE: Twist measurement/distance in inches = Twist/inch
13. Measure the bushing and bearing convergence as follows:
a. Mount a dial indicator on a surface gauge and swing the rod around the crank pin
end arbor to the vertical position against a firm stop.
b. Pass the indicator over the bushing arbor on both sides of the connecting rod at
points which are an exact number of inches apart. For exact parallelism, the two
measurements must be the same.
c. Inspect the connecting rod bushing alignment with the large end bearing seat
according to the connecting rod dimensions in Appendix D.
15-7.8.2.3. Piston Pin Bushing Boring
Equipment Required
• Burroughs Part No. 8111A, Connecting Rod Boring and Alignment Fixture, or
equivalent
• Burroughs Part No. 8042C, Adapter Kit, or equivalent
• Vertical mill, or equivalent, capable of maintaining 1750 RPM
• Boring tool of the correct sizes

1. Place the connecting rod on the base plate and secure with retainers provided.
2. Select the correct adapter kit and boring tool for the connecting rod.
3. Using a vertical mill, or equivalent, bore the connecting rod bushing to size.
Maintain 1750 RPM during the boring process.
15-7.8.2.4. Connecting Rod Replacement
Connecting rod assemblies are selected in pairs with a maximum weight variation not to
exceed ½ ounce in opposing bays. Connecting rods are supplied only in matched sets;
replace connecting rods only in pairs.
WARNING
Never remove material from a connecting rod. Connecting rods
are matched to limit engine vibration with no more than ½
ounce weight variance between connecting rods in opposing
cylinders. Removing material from the connecting rod will
destroy the shot peen treatment and may cause stress risers.

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 Component Assembly
Chapter 16.Component Assembly
16-1. Starter Assembly
The starter is replaced during engine overhaul; starter installation instructions are in
Chapter 17.

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16-2. Alternator Drive Hub Installation
1. Install a new woodruff key (Figure 16-1) (13) in the shaft keyway.
2. Align the alternator coupling hub (8) keyway with the woodruff key (13) and press
the coupling hub (8) onto the shaft with the lugs facing away from the alternator.
3. Fit the retainer (12) inside the lugs of the generator coupling hub (8) with the open
side facing outward.
4. Install the sleeve (9) on the shaft in the center of the alternator coupling hub (8).
5. Install two new bushings (11) inside the retainer (12), followed by the gear assembly
(10). The bushings will sandwich the two lugs on the back side of the gear assembly.
6. Install the nut (6) on the threaded end of the alternator shaft and hand tighten.
CAUTION: Do not exceed the fastener torque limit to align the slots
in a castellated nut with a cotter pin hole. Tighten the nut to the
minimum torque limit and check cotter pin hole alignment. If the
slots in the nut do not align with the hole, gradually increase the
torque until alignment is achieved.
7. Using a currently calibrated torque wrench, torque the nut according to the lower
limit specified in Appendix B. If the cotter pin holes do not align, gradually increase
torque to align the castellated nut with the cotter pin hole. If alignment cannot be
achieved within the torque limits, replace the nut (6). Do not over torque!
8. Install a new cotter pin (7) and secure it according to Appendix C instructions.

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 Component Assembly

7
10 34 5
11 12
8
6 1
13
9
2

Figure 16-1. Alternator and Drive Hub

1 Alternator 5 Nut 9 Sleeve 13 Woodruff Key
2 Gasket 6 Slotted Nut 10 Gear
3 Washer 7 Cotter Pin 11 Bushing
4 Lock Washer 8 Alternator Coupling Hub 12 Retainer

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Component Assembly
16-3. Induction System Assembly
NOTE: Obtain a new or rebuilt carburetor or have the carburetor
overhauled according to FAA Approved procedures.
1. Inspect the intake pipe (Figure 16-2) (12) ends for roundness.
2. Center the width of four new inner hoses (13) in four new outer hoses (14).
3. Lubricate the inside of the inner hoses (13) with WD-40 or a mild soapy water
solution and slide the new inner hoses on to the intake pipes (12).
4. Lubricate the inside of the outer hose (14) with WD-40 or a mild soapy water
solution and slide the intake pipe (12), inner hose (13) and outer hose (14) assembly
onto an open intake manifold (1) port.
NOTE: Hose clamps will be torqued after installation on the engine. Do
not torque the hose clamps until final assembly.
5. Center a new hose clamp (15) over the outer hose (14) and intake manifold (1)
connection; orient the clamp adjustment screw toward the carburetor flange and
tighten the hose clamp (15) enough to secure it in place. Repeat for each outer hose
(14) to intake manifold (1) connection.
6. Center a new hose clamp (15) over the inner hose (13) and intake pipe (12)
connection; orient the clamp adjustment bolt (or screw) toward the carburetor flange
and tighten the hose clamp (15) enough to secure it in place. Repeat for each inner
hose (13) to intake pipe (12) connection.

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Figure 16-2. Induction System

1 Intake Manifold Assembly 9 Washer 17 Nipple- primer 25 Stud
2 Stud 10 Lock Washer 18 Union 26 Bolt
3 O-lock Seal 11 Nut 19 Nut 27 Washer
4 Castle Nut 12 Intake Pipe 20 Carburetor Gasket 28 Bushing
5 Cotter Pin 13 Hose- 1.50 X 0.88 21 Carburetor 29 Lock Nut
6 Intake Manifold Gasket 14 Hose - 1.75 X 2.00 22 Carburetor Gasket 30 Lever
7 Induction Elbow - Cyl 1 & 4 15 Clamp 23 Air Intake Housing
8 Induction Elbow - Cyl 2 & 3 16 Plug - 0.25 24 Filter

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16-4. Lubrication System Assembly
CAUTION: Never use Teflon tape on Lubrication System fittings.
1. Lubricate the accessory case cavity, gear contact areas and oil pump gears
(Figure 16-3) (1 & 2) with clean Molyshield grease.
2. Install the gears (1 & 2) into the accessory case oil pump cavity.
3. Align the gears in their respective positions in the accessory case. The drive gear has
a square drive that mates with the camshaft and installs in the bottom of the oil pump
cavity.
4. Inspect the oil pump cover with a straight edge for flatness. If the cover is bend or
warped, replace the oil pump cover.
5. Install the oil pump cover (3) with new tab washers (4) and bolts (5). Torque the
bolts per Appendix B. Install the tab washers (4) and safety wire the bolts according
to instructions in Appendix C.
6. Verify the oil pump gears rotate freely in the cavity.

Figure 16-3. Oil Pump Assembly

1 Oil Pump Driven Gear 4 Washer (4)
2 Oil Pump Drive Gear 5 Bolts (4)
3 Oil Pump Cover 6 Safety Wire

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16-4.1. Oil Cooler Assembly
The oil cooler (if equipped), an airframe component, must be cleaned, overhauled, and
assembled by an appropriately rated repair station (i.e., FAA-approved Part 145 repair
station). Refer to the airframe manufacturer's instruction for assembly requirements.
16-4.2. Offset Oil Cooler Adapter Assembly
1. Apply a thin film of Loctite 592 to all except the first two male threads of the socket
head pipe plugs (Figure 16-4) (11) and the bypass valve plug (9).
2. Install the socket head plugs (11) in the aft threaded ports on the oil cooler adapter
(1) and torque to Appendix B specifications.
3. Insert a new check valve ball (6), followed by a new spring (7) and plug (9), with a
new copper gasket (8) in the threaded bore at the bottom of the adapter. Torque the
plug (9) to Appendix B specifications.
4. Apply a thin film of Loctite 592 to all except the first two male threads of the fittings
(10). Install the fittings (10) in the oil cooler adapter pad (10) and torque to
Appendix B specifications.

5 10
4
3
1
2

11
6
7
8
9

Figure 16-4. Oil Cooler Adapter

1 Oil Cooler Adapter 4 Lock Washer 7 Spring 10 45° degree fitting
2 Oil Cooler Adapter Gasket 5 Nut 8 Copper Gasket 11 .025”-18 Plug
3 Washer 6 Ball - 0.437 steel 9 Plug

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16-5. Engine Cylinder Assembly
1. Spread a film of Molyshield grease on the intake valve (Figure 16-7)(14) and new
exhaust valve (15) stems.
2. If the intake and exhaust valves were lapped, install the valves into the lapped
positions.
3. Grasp the cylinder assembly by the valve stems and install the cylinder on a
cylindrical block of wood anchored to a work bench.
4. Reapply Molyshield grease to the exposed valve stems.
5. Place the new valve spring seats (16) over the valve guides (8 & 9), cupped side up.
6. Coat the sealing surface of a new intake valve guide seal (18) with clean 50-weight
aviation engine oil and install the new intake valve guide seal (18) by hand. Tap the
new seal onto the guide with a plastic mallet until it is firmly seated.
7. Install new inner and outer springs (19 and 20) over the valve guides (8 & 9) and a
new retainer (20). The valve springs must be installed with the closed coils toward
the cylinder head as shown in Figure 16-5.

INNER VALVE SPRING

OUTER VALVE SPRING
SEAT
VALVE GUIDE
VALVE SEAT
INSERT

CYLINDER ASSEMBLY

Figure 16-5. Valve Spring Installation

WARNING
Contact with the retainers will damage the valve stems. Before
releasing pressure on the springs, ensure the keys are properly
seated in the valve stem grooves.
8. Compress the valve springs with the Valve Spring Compressor Tool and insert the
new valve stem retainer keys (Figure 16-7) (21) in the grooves at the end of the
valve stem as shown in Figure 16-6. Depress the springs only enough to allow the
keys to seat into the valve stem grooves. If the keys drop, they may damage the
valve stem when spring tension is released.

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 Component Assembly

PLACE SHOULDER OF
KEY SECURELY INTO
VALVE STEM GROOVE.
TWO KEYS ARE
REQUIRED FOR EACH
VALVE STEM

Figure 16-6. Retainer Key Installation

Figure 16-7. Cylinder and Valve Assembly

5 Intake Valve Seat Insert 9 Exhaust Valve Guide 17 Intake Valve Guide Seal 21 Valve Spring Key
6 Exhaust Valve Seat Insert 14 Intake Valve 18 Inner Valve Spring 26 Rocker Shaft
7 Helical Coil Insert 15 Exhaust Valve 19 Outer Valve Spring
8 Intake Valve Guide 16 Valve Spring Seat 20 Valve Spring Retainer

9. Remove the cylinder from the fixture and place it upright on a workbench.
10. Place a plastic mallet squarely on the end of the valve stem and strike the plastic
mallet sharply with a rawhide mallet to seat the valve spring retainer keys. DO NOT
STRIKE THE VALVE SPRING RETAINER.
11. Verify the valve spring retainer keys (Figure 16-7) (21) are properly positioned on
the valve stem, with two keys on each valve stem as depicted in Figure 16-6.
12. Invert the cylinder assembly on the bench with the cylinder bore facing upward and
the cylinder resting on the rocker shaft mounting bosses.

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13. Coat the cylinder barrel wall thoroughly with clean 50-weight aviation engine oil.
14. Ensure the new pistons (Figure 16-8) (1) and new piston rings (2 through 5) are the
correct size for the cylinder bore. Inspect the piston-to-cylinder clearance of each
matching piston and cylinder.

Figure 16-8. Piston, Rings and Pin

15. Insert one piston ring at a time into the cylinder bore. Use the piston to push the ring
1"±0.5" into the cylinder bore.
16. Remove the piston and measure the installed piston ring gap with a leaf type feeler
gauge.
17. If the ring gap is less than the minimum specified amount, remove the excess
material from the ring with a fine-toothed flat file mounted in a vise. File the ring
ends evenly across the end of the piston ring and deburr the filed edges with crocus
cloth. Clean the finished piston ring with mineral spirits and air dry.
a. If the ring gap is smaller than specified, record the actual gap size and remove the
ring from the cylinder bore.
b. Mount a fine toothed flat file in a vise. While holding the ring ends firmly and
squarely against the file, remove the desired amount of material.
c. To attain the correct ring gap, deburr the ring gap ends using crocus cloth.
d. Thoroughly clean the piston ring with mineral spirits and air dry.
e. Install the new piston ring in the cylinder bore to the correct position and inspect
the ring gap again. Repeat the tasks in this step until all piston ring gaps meet
Appendix D specification.
18. Install new piston rings (2-4) on the new pistons (1) with the part number facing the
top of the piston.
19. Install a ring expander into the third ring groove first by disconnecting it and then
reconnecting it fully.

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 Component Assembly
20. Using a ring expander, place the new oil control ring (4) over the expander with the
ring gap positioned 180° from the expander joint.
21. Using the ring expander, install new compression rings (3) in the second and third
ring grooves.
22. Using the ring expander, install a new compression ring (2) in the top ring grooves.
23. Inspect ring side clearances with the ring edge flush with the piston outside
diameter. Ring side clearances must conform to the Appendix D dimensions.
NOTE: The weight of opposing bay piston pairs varies no more than 1/2
ounce (14.175 grams).
24. Lubricate the piston pin and piston and ring assemblies with clean 50-weight
aviation engine oil.
25. Place the new piston and ring assembly with the cylinder assembly for which it was
previously sized and gapped. Install new piston pins (5) in the piston pin bores. The
piston pins must slide freely in the piston pin bores.
26. Position the rings (2-4) so the ring gaps are 180° apart with the first ring gap toward
the top of the piston.
27. Using a ring compressor, install each piston into its cylinder with upper (above the
piston pin bore) rings in the cylinder barrel and the piston pin accessible for
connecting rod installation.
28. Install a new O-ring seal (Figure 16-9) (48) on the cylinder end of the pushrod
housings (35). Place two each, pushrod housings, new springs (45), washers (46),
new packing (49), and second washer (46) with each cylinder on the bench.

Figure 16-9. Pushrod Housing Assembly

12 Pushrod Housing 43 Pushrod Adapter 45 Spring 48 O-ring Seal
30 Lock Washer 44 Pushrod Adapter Gasket 46 Washer 49 Pushrod Housing Seal
42 Lock Nut 43 Pushrod Adapter 47 Washer

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16-6. Accessory Case Assembly
1. Coat the oil pressure relief valve plunger (Figure 16-10) (30) with grade 50 aviation
engine oil. Insert the plunger (30) in accessory case bore, followed by the spring (9).
Secure the plunger (30) and spring (9) with the oil pressure relief valve cap (20),
fitted with a new copper washer (28) liberally lubricated with grade 50 aviation
engine oil. Torque the cap (20) to Appendix B specifications.
2. Apply a thin film of Part No. 642188 (Copper Coat) to both sides of a new oil filter
adapter gasket (18).
3. Install the oil suction tube (7) with a new gasket (24) in the bottom of the accessory
case (1). Torque the oil suction tube (7) to Appendix B specifications.
4. Install the oil filter adapter (19) and new gasket (18) on the crankcase studs and
secure with three washers (16) and nuts (21). Torque the nuts (21) to Appendix B
specifications.

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 Component Assembly

15
1
11 10
12 14 16

17
8
13

25
30

24 9
3 4 6
28

20

16
21 7

22
18

19

Figure 16-10. Accessory Case

1 Accessory Case w/studs 9 Spring 17 Screw 25 Gasket
2 Stud 10 Washer 18 Gasket 26 Not Used
3 Stud 11 Lock Washer 19 Oil Screen Housing 27 Not Used
4 Stud 12 Nut 20 Not Used 28 Copper Gasket
5 Gasket 13 Oil Pump Drive Gear 21 Nut 29 Not Used
6 Stud 14 Oil Pump Driven Gear 22 Oil Filter 30 Plunger
7 Suction Tube Assembly 15 Oil Pump Cover 23 Not Used 21 Oil Pump Kit
8 Stud 16 Washer 24 Not Used

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Component Assembly
16-7. Crankcase Assembly
1. Spread a thin film of Loctite 592 on the threads of the front oil gallery plugs
(Figure 16-12) (19); Install the plugs (19), with new copper gaskets (18) into the oil
galleries. Torque the plugs (19) Appendix B specifications.
2. Spread a thin film of Loctite 592 on the aft oil gallery plug (20); Install the plug (20)
in the oil gallery and torque the plugs (20) to Appendix B specifications.

Figure 16-11. Crankcase Fasteners (B)

1 Crankcase Assembly 7 Stud 13 Stud 19 Plug
2 Stud 8 Stud 14 Stud 20 Plug
3 Stud 9 Stud 15 Stud 21 Dowel
4 Stud 10 Stud 16 Stud 22 Starter Adapter Assembly
5 Dowel 11 Stud 17 Stud
6 Stud 12 Stud 18 Gasket

3. Spread a thin film of Loctite 592 on the threads of the breather elbow (Figure 16-12)
(37). Screw the elbow into the boss forward of the No. 3 cylinder pad on the 1-3 side
crankcase. Tighten the elbow enough to prevent loosening and orient the breather
elbow at 195 degrees (15 degrees aft of straight down).

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 Component Assembly

Figure 16-12. Crankcase Fasteners (A)

23 Screw 28 Screw 32 Nut 41 Engine Mount Spacer
24 Nut 28A Washer 33 Through Bolt 42 Engine Mount Seat
25 Lifting Eye 29 Screw 34 Washer 43 Engine Mount Bushing
26 Special Washer 30 Screw 35 Nut 44 Cup Washer
27 Washer 31 Washer 36 Screw 45 Washer

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Component Assembly
16-8. Engine Drive Train Assembly
The section contains camshaft, crankshaft, and connecting rod assembly instructions.
16-8.1. Camshaft Assembly
1. Install the camshaft (Figure 16-13) (1) in a suitable holding fixture.
2. Coat the gears and camshaft with 50-weight aviation engine oil.
3. Align the holes in the camshaft gear (3) with the camshaft (1) screw holes. Lubricate
four screws (3) with 50 weight aviation engine oil and secure the camshaft gear to
the camshaft with the screws (3); torque the screws to Appendix B specifications.
4. Safety wire the screws (3) in pairs according to the safety wire instructions in
Section C-4.

Figure 16-13. Camshaft Assembly

1 Camshaft 2 Gear 3 Screws

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 Component Assembly
16-8.2. Crankshaft Assembly
1. Place the crankshaft on a bench with a notched wooden block under the front and
rear main journals.
CAUTION: Do not heat the gear cluster more than 10 minutes.
Handle the gear with protective gloves after heating.
2. Using a uniform heating method (not a torch), heat the crankshaft small gear cluster
(Figure 16-14) (24) to 300°F (149°C) for 5 to 10 minutes. Heating the gear is
necessary for a shrink fit installation.
3. While the gear is still hot, align the gear dowel hole with the crankshaft dowel and
install the small gear cluster on the crankshaft.
4. Attach the gear cluster (3) to the crankshaft (1) using four new drilled head screws
(4). Torque the screws in a crisscross pattern to Appendix B specifications. Safety
wire the drilled head screws (22) according to the “Safety Wiring Hardware”
instructions in Section C-4.

Figure 16-14. Crankshaft Assembly

1 Crankshaft 5 Main Bearings 9 Front Camshaft Bearings 13 Piston Pin Bushing
2 Dowel Pin 6 Main Bearings 10 Nose Oil Seal 14 Spiral Lock Nut
3 Gear 7 Connecting Rod Bearings 11 Spring 15 Connecting Rod Bolt
4 Screw 8 Thrust Washer 12 Connecting Rod

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Component Assembly
5. Install a new oil seal spring (11) around the crankshaft in the oil seal area. Turn the
spring ends in an unwinding direction, allowing one end of the spring to wind into
the other end then hook the spring ends together.
6. Install the new oil seal (10) on the crankshaft.
7. Apply Shell Alvania No. 2 Grease to the lip of the new oil seal (10) and crankshaft
propeller flange.
8. Press the new oil seal spring (15) into the oil seal cavity. Refer to Figure 16-15 for
crankshaft nose oil seal and spring installation details.

Figure 16-15. Crankshaft Nose Oil Seal Parts

9. With the oil seal in place on the crankshaft, wipe all Shell Alvania No. 2 Grease
from the oil seal and crankshaft. Verify the oil seal outside diameter is clean and dry
before installing the crankshaft in the crankcase.
10. Place a sheet of crocus cloth on a flat surface plate and dampen the cloth with
solvent.
11. Lightly rub the parting surface of the cap and rod across the crocus cloth to remove
any burrs or nicks. Inspect the parting surfaces, bolt holes and bolt hole edges to
ensure there are no nicks, burrs, or sharp edges.
12. Original connecting rods have a position number stamped on the end cap and rod
bolt boss. Check that the new connecting rod has the correct position number, 1
through 4, as applicable, vibro-etched in the location shown in Figure 16-16 that
corresponds to the connecting rod being replaced. Replacement connecting rods
must match the position of the connecting rod being replaced.

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 Component Assembly

Figure 16-16. Connecting Rod Position Number

13. Install a new connecting rod bearing (Figure 16-14) (7) in each connecting rod cap
(12) and rod (12). Ensure that the bearing ends project the same distance even with
the parting surface and they are properly seated.
14. Look closely for any metal that may have shaved from the bearing back onto the
parting surface during installation. Remove the metal shavings.
15. Lubricate each connecting rod cap and bearing with 50 wt aviation engine oil and
install each rod, cap and bearing assembly at the correct position on the crankshaft.
Install the connecting rod and cap with the position numbers on top when odd
number rods are extended to the right and even number rods are to the left when
viewing the crankshaft from the rear (gear end) forward.
16. Lubricate the threads of the new connecting rod bolt (15) and new spiral lock nut
(14) using clean 50 weight aviation engine oil. Note different part numbers are
available for connecting rod bolt and nut pairs - do not intermingle bolt and nut
pairs; only the specified bolt and nut in the pair are to be installed. If new connecting
rod fasteners are required, bolt and nut sets must match.
17. Secure rods and caps using the new connecting rod bolt (15) and new spiral lock nut
(14). Torque the fasteners to Appendix B specifications.
18. Verify the connecting rod to crankshaft pin end clearance meets Appendix D
specifications.

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Intentionally Left Blank

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 Engine Assembly
Chapter 17.Engine Assembly
17-1. Engine Assembly Sequence
Assemble the engine in the sequential steps listed below, referring to corresponding
sections in this chapter (and specified references) for detailed instructions:
1. Lubricate the engine components
2. Assemble the crankcase
3. Install the engine cylinders
4. Torque the engine cylinders and crankcase
5. Install the valve train
6. Install the oil cooler adapter (if equipped)
7. Install the accessory case
8. Install the alternator
9. Install the starter
10. Install the oil sump
11. Install the induction system
12. Install the fuel pump (if equipped)
13. Install the ignition system
14. Install the engine in the airframe according to instructions in Section 5-2
17-1.1. Component Lubrication
WARNING
Lubricate hardware according to instructions in Chapter 3 and
Appendix B. Inspect fasteners for proper plating and thread
form. Verify fastener serviceability and correctly lubricate the
fastener for proper fasten er pre-loading and torque
application.
Prior to engine assembly, apply clean 50-weight aviation engine oil liberally to bare steel
surfaces, journals, and bushings, except where special lubricants are required. Section 3-2
includes a comprehensive list of authorized lubricants, sealants and adhesives.

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17-2. Crankcase Assembly
17-2.1. Seal and Thread the Crankcase
1. Attach the upper and lower mounting arms of the 2-4 crankcase casting securely to
an engine stand; rotate the crankcase so the open side of the casting faces upward.
2. Place the 1-3 crankcase casting on the work bench, with the open side upward.
3. Shake (or mix) thoroughly full strength, non-thinned Part No. 654663 Gasket
Sealant (Loctite PN 30516).
CAUTION: Do not allow Gasket Sealant to run into the interior of
the case. Do not apply Gasket Sealant anywhere except as indicated
in Figure 17-1.
4. Apply a thin, even coating of Part No. 654663 Gasket Sealant using short light brush
strokes to the 2-4 crankcase half in the areas shown in Figure 17-1. Do not apply
Part No. 654663 Gasket Sealant to the crankshaft nose seal area. The Gasket Sealant
should be viscous enough that most of the brush marks disappear; if not, obtain a
fresh container of Part No. 654663 Gasket Sealant. Allow the Gasket Sealant to air
dry to a tacky condition before threading.
5. Apply a thin translucent coat of Part No. 646942 Gasket Maker (Loctite 515) not to
exceed 0.010 inch thick to 1-3 case half. Apply Gasket Maker in all areas that will
mate with areas where Part No. 654663 Gasket Sealant was applied on the 2-4 case
half, except the through bolt bosses. Refer to Appendix C for detailed Gasket Maker
application instructions.
6. Apply grade D silk thread to the tacky Part No. 654663 Gasket Sealant on the 2-4
case half in the locations identified in Figure 17-1. Ensure the free ends of the thread
are covered by gaskets except at the nose oil seal.

Figure 17-1. Crankcase Sealing and Threading

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 Engine Assembly
17-2.2. Drive Train Installation
CAUTION: All parts must be clean and free of debris before the
crankcase can be assembled. Perform the assembly in a clean, dry,
dust-free environment.
1. Seal and thread the crankcase according to Section 17-2.1.
CAUTION: Do not apply engine oil on the crankshaft bearing
saddles. Main bearing saddles must be dry when installing the
crankshaft main bearings.
2. With the exception of the crankshaft bearing saddles, thoroughly coat the crankcase
journals and camshaft bearing surfaces surface with clean, 50-weight aviation
engine oil.
3. In succession, dip each new lifter body in grade 50 aviation engine oil and install it
the crankcase guide from the inside. As each lifter body is installed in the 1-3 side
casting, push a used pushrod housing rubber connector over its outer end to
temporarily hold it in place.
4. Coat the camshaft with oil, and place it in the 2-4 crankcase side bearings. Coat the
camshaft lobes and lifter faces with Dow Corning G-N paste.
5. Check camshaft end clearance between camshaft rear bearing flange and the bearing
end.
NOTE: The starter adapter plug assembly is used on all current
production engines. The starter pinion pivot is only used with pull type
starters. The starter jack adapter is used with Prestolite (or equivalent
manufactured under PMA) starters.
6. Install the starter adapter plug assembly (Figure 17-2) (22) on the dowel (5) in the
upper boss at the rear of the crankcase.

Figure 17-2. Starter Adapter Plug

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Engine Assembly
CAUTION: Do not apply engine oil to the crankshaft bearing
saddles. Bearing saddles must be dry when installing the crankshaft
main bearings.
7. Install the new crankshaft main bearings (Figure 17-3) (5, 6 & 9) in the crankcase
bearing saddles. Lubricate only the crankshaft side of the main bearing with clean
50-weight aviation engine oil. Do not lubricate the back side of the bearing.

Figure 17-3. Crankshaft Assembly

1 Crankshaft 5 Main Bearing 9 Front Crankshaft Bearing 13 Piston Pin Bushing
2 Dowel Pin 6 Main Bearing 10 Nose Oil Seal 14 Spiral Lock Nut
3 Gear 7 Connecting Rod Bearing 11 Spring 15 Connecting Rod Bolt
4 Screw 8 Thrust Washer 12 Connecting Rod

8. Apply clean 50-weight aviation engine oil to the thrust washer lands in the
crankcase to prevent the thrust washer halves from falling out during final assembly.
9. With the aid of an assistant, lift the crankshaft assembly by the Nos. 1 and 3
connecting rods. Guide the crankshaft and Nos. 2 and 4 connecting rods into
position in the 2-4 side crankcase half. Align the camshaft and crankshaft timing
marks (Figure 17-4) as the gears mesh.
10. Install new thrust washer halves (Figure 17-3) (8). Ensure the main bearing (5 & 6)
and thrust washer (8) ends project equally and are properly seated in the lands.

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11. Connecting rod position numbers, if properly installed, will face the upper case
flange. Carefully lower the odd-numbered connecting rods to the crankcase flange.
12. The No. 1 connecting rod on the crankshaft should be in its fully extended (top dead
center (TDC)) position.

Figure 17-4. Timing Mark Alignment

13. Compare camshaft-crankshaft gear backlash to Appendix D specifications. If the
crankcase has been machined, the gear backlash must not be less than the specified
minimum. (If the gear backlash is not within tolerance, inspect the gear, camshaft,
and crankcase to determine the cause of non-conformance).
14. Pull the crankshaft toward the front of the crankcase to seat the front main bearing
against the bearing support boss. Measure the crankshaft end clearance with a feeler
gauge between the front thrust flange and the thrust washer. End clearance must
conform to Appendix D specifications.
15. Measure the camshaft end clearance to verify it meets Appendix D specification.
NOTE: Cautiously assemble the crankcase halves to prevent dislodging
the silk thread or scraping the Gasket Maker material.
16. Have the assistant hold the numbers 1 and 3 connecting rod upright and carefully
lower the 1-3 crankcase half onto the 2-4 crankcase half and drive train assembly.
CAUTION: If the connecting rods are not secured (Figure 17-5), the
connecting rods or the cylinder mounting deck could be damaged.
17. Secure the connecting rods with old cylinder base O-rings (Figure 17-5) or rubber
bands to prevent damage to the cylinder deck.

Figure 17-5. Cylinder Base O-Ring Used to Secure Connecting Rod

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Engine Assembly
18. Verify the starter adapter plug and thrust washers remain in position during
crankcase half assembly.
WARNING
Failure to lubricate designated fasteners may results in damage
to the crankcase bearing bore, crankshaft bearing, and
crankshaft that can cause engine malfunction or failure.
19. Lubricate all studs and through-bolts according to the Section 3-2, “Lubricants,
Sealants and Adhesives.”
20. Install crankcase hardware according to Section 17-2.3, “Crankcase Hardware
Installation.”
21. Install the Crankshaft Nose Oil Seal according to instructions in Section 17-3.2,
“Crankshaft Nose Oil Seal Installation.”
17-2.3. Crankcase Hardware Installation
WARNING
Replace all fasteners identified as 100% replacement items in
Appendix C. Lubricate and torque crankcase hardware in the
proper sequence. Failure to do so may result in crankcase
damage or engine failure.
1. Lubricate all crankcase through-bolts, through studs and studs according to
instructions in Appendix B with approved lubricants (Section 3-2, “Lubricants,
Sealants and Adhesives.” ).
NOTE: Positions mentioned in these instructions refer to Figure 17-7.
Indexed parts in parentheses refer to Figure 17-6. Unless otherwise noted,
snug, but do not torque nuts during installation. Fasteners will be torqued
after cylinder installation.
2. Install 1.25" X 0.25" dowel screws (Figure 17-6) (30), with washers (28A) at
positions 26 and 27 to align the crankcase halves from the 1-3 crankcase side
through the crankcase flanges and secure with washers (27) and nuts (24)
3. Insert a 1.63" X 0.25" dowel screw (29), with washer (28A) in position 33 from the
1-3 crankcase side through the crankcase flange, special washer (26) and lifting eye
(25). Insert a 1.50" X 0.25" screw (28) and washer (45) in position 31 from the 1-3
crankcase side. Place two special washers (26) followed by the lifting eye (25), on
the 2-4 side crankcase on the screws at positions 31 and 33. Secure the assembly
with a washer (45) and nut (24) at position 31 and a washer (27) and nut (24) at
position 33.
4. Install two new 10.50" through-bolts (33) in the bosses above and below the
intermediate crankshaft journal at positions 1 and 4. Center the installed through-
bolts (33) in the crankcase with a rawhide mallet.
5. Install screws (23) and washers (45) through the remaining crankcase flange screw
holes in the 1-3 crankcase half; secure with washers (45) and nuts (24) on the 2-4
side of the crankcase.

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6. Install washers (34) and nuts (35) on the two through studs protruding from the 2-4
crankcase half forward of the No. 4 cylinder.
7. Install washers (31) and nuts (32) on the two through studs protruding from the 1-3
crankcase half even with the rear camshaft journals.

Figure 17-6. Crankcase Fasteners (A)

23 Screw 28 Screw 32 Nut 41 Engine Mount Spacer
24 Nut 28A Washer 33 Through Bolt 42 Engine Mount Seat
25 Lifting Eye 29 Screw 34 Washer 43 Engine Mount Bushing
26 Special Washer 30 Screw 35 Nut 44 Cup Washer
27 Washer 31 Washer 36 Screw 45 Washer

Figure 17-7. Crankcase Torque Sequence

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Engine Assembly
17-3. Cylinder Installation
WARNING
Do not install a cylinder that does not conform to the Appendix
D overhaul dimensional inspection criteria cited in Chapter 15,
Inspection and Repair. Ensure each cylinder has the required
new parts and the cylinder barrel is clean, free of cracks, nicks,
scratches, pitting, and rust before installation.
1. Gently lower the connecting rods to the crankcase cylinder mounting flange
2. Lubricate all cylinder through-bolt and deck stud threads with clean 50-weight
aviation engine oil cited in Section 3-2, “Lubricants, Sealants and Adhesives.”
3. Carefully rotate the crankshaft until the Nos. 1 and 2 connecting rods are in the
outermost position.
WARNING
Do not apply any form of sealant to the crankcase cylinder
deck, chamfer, cylinder mounting flange, cylinder base O-ring,
or cylinder fastener threads. The use of RTV, silicone, Gasket
Maker or any other sealant on the areas listed above during
engine assembly will cause a loss of cylinder deck stud or
through-bolt torque. Subsequent loss of cylinder attachment
load, loss of main bearing crush and/or fretting of the
crankcase parting surfaces will occur. The result will be
cylinder separation, main bearing movement, oil starvation and
catastrophic engine failure. USE ONLY CLEAN 50 WEIGHT
AVIATION ENGINE OIL ON SURFACES LISTED.
4. Lubricate a new cylinder base packing (Figure 17-9) (35) with grade 50 aviation
engine oil and install the new packing on the cylinder base flange. Ensure the new
cylinder base packing is not twisted.
5. Back the No. 1 new piston (Figure 17-8) (1) and pin (5) out of the cylinder far
enough to provide clearance to install the new piston (1) on the connecting rod.
a. Place the No. 1 cylinder and piston (1) on the connecting rod.
b. Align the piston (1) with the connecting rod and slide the piston pin (5) into the
connecting rod.
c. Compress the oil control piston ring with a ring compressor and push the cylinder
until the fourth piston ring is inside the cylinder barrel.
d. On cylinders with swaged pushrod housings only, align the pushrod housings
with the holes in the pushrod housing adapter.
e. Remove the ring compressor and push the cylinder assembly against the
crankcase cylinder deck with the stud holes aligned.

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f. While supporting the cylinder, install, but do not torque, the 0.375" cylinder
flange nuts (Figure 17-9) (2) at the 6 and 12 o'clock stud positions. Install the
0.4375" (3) flange nuts on the remaining cylinder mounting deck studs.

Figure 17-8. Piston, Pin and Rings

35

Figure 17-9. Cylinder and Valve Assembly

6. Repeat step 3- 5f for cylinder No. 2.
7. Rotate the crankshaft until connecting rod Nos. 3 and 4 are in their outermost
position.
8. Repeat steps 3- 5f for cylinder Nos. 3 and 4.
9. Proceed to Section 17-3.1, “Cylinder and Crankcase Torque.”

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Engine Assembly
17-3.1. Cylinder and Crankcase Torque
Before torquing the crankcase, use a straight edge to confirm the rear crankcase half ends
are flush with each other. Do not proceed with final torque unless the crankcase halves are
flush.
NOTE: Crankcase and cylinder torque requires two people; the torque is
applied in two stages: first in a preliminary torque sequence, followed by
a final torque sequence.
WARNING
Torque values specified for engine assembly are for use with
clean nuts, bolts and studs with threads that are free of damage,
distortion which have been pre-lubricated with clean 50-weight
aviation engine oil prior to assembly. The torque wrench must
be currently calibrated and traceable to the National Bureau of
Standards. Incorrect through-bolt and deck stud torque may
result in subsequent engine malfunction and failure.
1. After cylinders and hardware is installed, have an assistant hold the fastener on the
opposite side of crankcase and simultaneously torque the crankcase fasteners in the
sequence shown in Figure 17-7. Torque all the fasteners to ½ the value listed in
Appendix B.

Figure 17-7 repeated for reference

2. Using the torquing sequence shown in Figure 17-7, torque nuts in the numbered
sequence to the final torque values listed Appendix B.

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17-3.2. Crankshaft Nose Oil Seal Installation
CAUTION: Use care to prevent displacement or damage to the
crankshaft nose seal and silk thread.
1. Apply Part No. 654663 Gasket Sealant to the mating crankcase flange.
2. Spray Part No. 653692 Gasket Sealant Primer on the oil seal counterbore and allow
it to dry for 1 to 2 minutes.
3. Apply a translucent coat of Part No. 646942 Gasket Maker on the wall of the oil seal
counterbore. Refer to Gasket Maker application instructions in Appendix C.
4. Using thumb pressure, work the seal into the crankcase counterbore with the oil seal
split line positioned at the 10 or 2 o'clock position.
5. After the seal is in place, wipe any remaining sealant from the seal and crankshaft.
6. Spray the exposed portion of the crankshaft (with the new helix pattern restored by
the “Crankshaft Plating Overhaul” procedure in Section 15-7.8.2.1) with aluminum
primer and allow it to dry.

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17-3.3. Inter-Cylinder Baffle Installation
1. Insert a clevis pin (Figure 17-10) (4) through the hole in the center of the bottom of
the inter-cylinder baffles (3).
2. Loop a new spring (2) through the hole in the clevis pin (4).
3. Insert a spring hook through the upper eye of the spring and position the inter-
cylinder baffles (3) between the 1-3 and 2-4 cylinders. Verify proper positioning of
the baffles (3).
CAUTION: Do not overextend the spring (2) during installation.
Overstretching the spring will cause deformation of the spring and a
poor fit to the cylinders.
4. Extend the eyelet of the spring (2) with the spring hook high enough to insert the
end of a retainer (1) through the eye of the spring. Center the spring on the lowest
point on the retainer (1).
5. Position the retainer equal distance over each cylinder barrel.

Figure 17-10. Inter-Cylinder Baffle Assembly

1 Baffle Retainer 4 Clevis Pin
2 Spring 5 Isolator
3 Baffle 6 Adhesive

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17-4. Valve Train Installation
17-4.1. Pushrod Housing Installation
1. Apply Part No. 642188 Gasket Sealant (Copper Coat) to both sides of the new
gasket (Figure 17-11) (44). Install the new gasket (44) and adapter (43) below each
cylinder flange. Secure the adapters to the crankcase with large washers (47),
smaller washers (30) and new lock nuts (42). Torque the lock nuts to Appendix B
specifications.
2. Use a Borroughs 68-3 (or equivalent) Pushrod Spring Compressor to compress the
new spring (45) on the pushrod housing (12). Install a washer (46), packing (49) and
washer (46) on the end of the pushrod housing with the compressed spring (45).
3. Insert the compressed pushrod assembly (48, 12, 45, 46, 49 & 46) in the pushrod
adapter (43).
4. Place a new O-ring (48), lubricated with clean 50 weight aviation engine oil on the
free end of the pushrod housing (12).
5. While the spring (45) is compressed and the lower portion of the pushrod housing is
inserted in the pushrod adapter (43), guide the top of the pushrod housing (12) into
the cylinder head pushrod housing flange.
6. Slowly release pressure on the spring while verifying the pushrod housing (12) and
O-ring (48) are properly seated in the cylinder head flange.
7. Remove the Pushrod Spring Compressor Tool.

Figure 17-11. Pushrod Housing and Adapter Detail

12 Pushrod Housing 45 Spring
30 Lock Washer 46 Washer
42 Lock Nut 47 Washer
43 Pushrod Adapter 48 O-ring Seal
44 Pushrod Adapter Gasket 49 Pushrod Housing Seal

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Engine Assembly
17-4.2. Rocker Arm Installation
1. Lubricate the pushrods (Figure 17-14) (41) with clean 50 weight aviation engine oil
and install through the cylinder openings into the pushrod housings (12).
2. Before installing valve actuating parts on each cylinder, completely bleed the lifters
and turn the crankshaft until the intake and exhaust valves in No. 1 and No. 2
cylinders are closed.
3. Lubricate the rocker arms (23) and rocker shaft (26) for the No. 1 cylinder with
clean 50 weight aviation engine oil.
CAUTION: Intake and exhaust rocker arms are not interchangeable.
Exhaust rocker arms feature an oil orifice (Figure 17-12) to
lubricate the exhaust valve stem; the intake rocker arm has no oil
orifice.

Oil orifice

Figure 17-12. Exhaust Rocker Arm Oil Orifice

4. Slide the rocker shaft (Figure 17-14) (25) in the cylinder head rocker shaft boss from
the intake side of the cylinder. Align the intake rocker arm (22) with the cylinder
head boss and slide the rocker shaft (25) into the center rocker shaft boss.
5. Align the exhaust rocker arm (22) bore with the cylinder head boss and slide the
rocker shaft (25) through the center rocker shaft boss.
6. Using a feeler gauge, verify the side clearance between the rocker arms and rocker
arm boss conforms to Appendix D specifications.
7. Check the rocker arm-to-retainer clearance (Figure 17-13) with the valve in the
closed position and the foot of the rocker in contact with the valve stem tip.

GRIND UNDERSIDE, IF REQUIRED, TO

MAINTAIN MINIMUM CLEARANCE

0.020
MINIMUM
Figure 17-13. Rocker Arm to Retainer Clearance
8. If the clearance does not conform to the dimensions in Appendix D and Figure 17-
13, refer to the Section 15-7.5.17, “Rocker Arm Bushing Replacement” and

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 Engine Assembly
Section 15-7.5.18, “Rocker Arm-to-Retainer Clearance” for rocker arm servicing
procedures.
9. Measure and compare the dry valve lash at the valve tip to the rocker foot to
Appendix D dimensional limits.

Figure 17-14. Cylinder Assembly

1 Cylinder & Valve Assembly 13 Plug 25 Rocker Shaft 38 Socket
2 Nut 14 Intake Valve 26 Washer 39 Snap Ring
3 Nut 15 Exhaust Valve 27 Bolt 40 Lifter Body
4 Cylinder Assembly 16 Valve Spring Seat 28 Rocker Cover Gasket 41 Push Rod
5 Intake Valve Seat Insert 17 Intake Valve Guide Seal 29 Rocker Cover 42 Lock Nut
6 Exhaust Valve Seat Insert 18 Inner Valve Spring 30 Washer 43 Pushrod Adapter
7 Helical Coil Insert 19 Outer Valve Spring 31 Lock Washer 44 Pushrod Housing Gasket
8 Intake Valve Guide 20 Valve Spring Retainer 32 Bolt 45 Spring
9 Exhaust Valve Guide 21 Valve Spring Key 33 Exhaust Flange Gasket 46 Washer
10 Stud 22 Rocker Arm Assembly 34 Lock Nut 47 Washer
11 Stud 23 Rocker Arm Bushing 35 Packing 48 O-ring Seal
12 Pushrod Housing 24 Screw 36 Lifter Assembly 49 Pushrod Housing Seal
37 Plunger Assembly 50 Spark Plug Insert

10. Align the threaded hole in the rocker shaft with the screw hole in the center rocker
shaft boss. Install a bolt (Figure 17-14) (27) and washer (26) through the hole in the
center rocker shaft boss and torque the bolt (27) to Appendix B specifications.
11. Repeat steps 3 through 10 for the #2 cylinder.
12. Turn the crankshaft until the intake and exhaust valves in cylinders 3 and 4 are
closed. Install the pushrods (41) and valve actuating mechanism (23 through 25) on
remaining cylinders by repeating steps 3 through 11, replacing the references to
cylinders Nos. 1 and 2 with cylinder Nos. 3 and 4.

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13. Temporarily install the rocker covers (28) with new gaskets (27) with washers (29),
new lock washers (29), and six fillister head screws (30). Do not torque screws (30)
at this time (the rocker covers will be removed for engine pre oiling during engine
installation).
17-5. Oil Cooler Adapter Installation
The O-200 features an oil cooler adapter to direct engine oil to a remote mounted oil
cooler. The oil cooler, if installed, is supplied by the airframe manufacturer; consult the
airframe manufacturer's instructions for oil cooler mounting and connection instructions.
If the engine is configured without an oil cooler adapter, the oil cooler adapter pad cover
must be installed to route the oil back to the crankcase oil gallery.
17-5.1. Oil Cooler Adapter Installation
1. Apply Part No. 642188 Gasket Sealant (Copper Coat) to both sides of a new gasket
(Figure 17-15) (2). Install the assembled oil cooler adapter (1) and a new gasket (2)
on the mounting pad at the rear of the 2-4 crankcase half (Figure 17-7) with washers
(3), new lock washers (4), and nuts (5).
2. Torque the nuts (Figure 17-15) (5) to Appendix B specifications.

5 10
4
3
1
2

11
6
7
8
9

Figure 17-15. Oil Cooler Adapter

1 Oil Cooler Adapter 4 Lock Washer 7 Spring 10 45° degree fitting
2 Oil Cooler Adapter Gasket 5 Nut 8 Copper Gasket 11 0.25”-18 Plug
3 Washer 6 Ball - 0.437 steel 9 Plug

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 Engine Assembly

Figure 17-16. Oil Cooler Adapter Pad Cover

1 Oil Cooler Adapter Pad Cover 4 Lock Washer
2 Oil Cooler Adapter Gasket 5 Nut
3 Washer

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Engine Assembly
17-6. Vacuum Pump Adapter Pad Cover Installation
1. Apply Part No. 642188 Gasket Sealant (Copper Coat) to the both surfaces of the
new gasket (Figure 17-17) (11) and install the new gasket (11) on the crankcase
accessory drive mounting flange.
2. Mount the accessory drive cover on the crankcase studs surrounding the open flange
at the bottom of the crankcase with washers (6 & 9), new lock washers (4 & 8), and
nuts (6 & 9). Tighten and torque the nuts (6 & 9) evenly to Appendix B
specifications to prevent damage to the gasket.

Figure 17-17. Vacuum Pump Pad Cover

4 Lock Washer 7 Washer 10 Accessory Drive Cover
5 Nut 8 Lock Washer 11 Gasket
6 Washer 9 Washer

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 Engine Assembly
17-7. Fuel Pump Pad Cover Installation
NOTE: Refer to the “Hose and Tubing Installation” instructions in
Section C-12 when installing and tightening fuel hoses.
1. Apply Part No. 642188 Gasket Sealant (Copper Coat) to both sides of the new
gasket (1).
2. Install the fuel pump pad cover (Figure 17-18)) (2) with a new gasket (1) on the
crankcase studs forward of the No. 3 cylinder.
3. Secure the assembly with two sets of washers (3), new lock washers (4), and nuts
(5).

Figure 17-18. Fuel Pump Pad Cover

1 Gasket 4 Lock Washer
2 Cover 5 Nut
3 Washer

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Engine Assembly
17-8. Accessory Case Installation
1. Lubricate the accessory case stud threads with clean 50 weight aviation engine oil.
2. Apply Part No. 642188 Sealant (Copper Coat) to the non-beaded side of the
accessory case to crankcase gasket.
3. Install a new accessory case gasket (Figure 17-20) (5) on the crankcase case studs.
4. Mount the accessory case on the crankcase and secure with five sets of washers (10),
new lock washers (11), and nuts (12). Verify the accessory case mates properly with
the crankcase.
5. Torque the accessory case nuts (12) to ½ the final value specified in Appendix B
using the sequence illustrated in Figure 17-19.
6. Torque the nuts (12) to the final value specified in Appendix B in the torque
sequence shown in Figure 17-19.
CAUTION: Do not cut or scratch mounting flange surfaces.
7. Remove excess gasket material protruding from the bottom section of the accessory
case and oil sump mating surface with a utility knife.

Figure 17-19. Accessory Case Torque Sequence

8. Sparingly apply Dow Corning® No. 4 to a new oil filter (Figure 17-20) (22) rubber
seal.

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 Engine Assembly
9. Install a new oil filter (22) on the adapter stud. Torque the filter (22) to Appendix B
specifications and safety wire the oil filter to the provided holes in the base of the oil
filter adapter according to instructions in Section C-4.

15
1
11 10
12 14 16

17
8
13

25
30

24 9
3 4 6
28

20

16
21 7

22
18

19

Figure 17-20. Accessory Case

1 Accessory Case w/studs 9 Spring 17 Screw 25 Gasket
2 Stud 10 Washer 18 Doesn't 26 Not Used
3 Stud 11 Lock Washer 19 Oil Screen Housing 27 Not Used
4 Stud 12 Nut 20 Not Used 28 Copper Gasket
5 Gasket 13 Oil Pump Drive Gear 21 Nut 29 Not Used
6 Stud 14 Oil Pump Driven Gear 22 Oil Filter 30 Plunger
7 Suction Tube Assembly 15 Oil Pump Cover 23 Not Used 21 Oil Pump Kit
8 Stud 16 Washer 24 Not Used

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Engine Assembly
17-9. Alternator Installation
1. Install the alternator (Figure 17-21) (1) on the accessory case studs with a new
gasket (2).
CAUTION: Forcing the alternator installation may damage gear
teeth or can cause mount lug failure. If interference exists, inspect
the mounting studs for bending. Replace bent studs.
NOTE: Verify the alternator pilot squarely enters the accessory case bore.
Turn the hub assembly slightly to align gear teeth.
2. Verify the alternator enters the crankcase without binding and the mounting flange
seats properly against the accessory case. Do not force the alternator into position. If
there is stud interference with the mounting lug holes while mounting the alternator,
do not force the alternator over the studs.
3. Secure the alternator with washers (3), new lock washers (4) and nuts (5); torque the
nuts (5) to Appendix B specifications.
4. If a grounding strap was removed during disassembly, reinstall the grounding strap.

7
10 34 5
11 12
8
6 1
13
9
2

Figure 17-21. Alternator

1 Alternator 5 Nut 9 Sleeve 13 Woodruff Key
2 Gasket 6 Slotted Nut 10 Gear
3 Washer 7 Cotter Pin 11 Bushing
4 Lock Washer 8 Alternator Coupling Hub 12 Retainer

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17-10. Starter Installation
1. Apply Part No. 642188 Gasket Sealant (Copper Coat) to both sides of the new
gasket (Figure 17-22) (1) and install the new gasket (1) on the accessory case.
2. Align the starter gear with the crankshaft gear; align the starter mounting holes with
the accessory case studs and slide the starter in position against the accessory case.
NOTE: Spacers (7) are used only if the bolt (8) bottoms out before the
starter is tight against the accessory case.
3. Place new lock washers (4), washers (6) and spacers (7 (if required)) on new upper
through bolts (8). Install the bolts (8), lock washers (4), washers (6) and spacers (7),
as required, through the accessory case rear flange holes and thread into the starter.
4. Install washers (3), new lock washers (4) and nuts (5) on the three studs.
5. Tighten the nuts (5) and bolts (8) evenly to avoid misalignment. Torque the nuts (5)
and bolts (8) evenly to Appendix B specifications.

Figure 17-22. Starter

1 Gasket 3 Washer 5 Nut 7 Spacer
2 Starter Assembly 4 Lock Washer 6 Washer 8 Bolt

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Engine Assembly
17-11. Engine Isolator Mount Installation
Engine mounting arms are part of the crankcase casting. The engine isolator mounts are
provided by Continental Motors but cannot be assembled without the bolt provided by the
airframe manufacturer. Install the engine isolator mounts according to the airframe
manufacturer's instructions.
1. Insert a seat (Figure 17-23) (42) in the back side of the mounting arm, followed by a
bushing (43) and the number of cup washers (44) necessary to align the engine in the
airframe shock mounts in the back side of each engine mount arm.
2. Align the engine with the airframe mounting bolts and slowly move the engine
backward over the bolts according to the airframe manufacturer's instructions.
3. On the front side of the engine mounts, install a spacer (41) and hose (40) over the
mounting bolt. Insert a seat (42) in the mounting arm hole, followed by a bushing
(38) and cup washer (44).
4. Tighten and torque the assembly according to the airframe manufacturer's
instructions.

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 Engine Assembly

Figure 17-23. Engine Isolator Mount

38 Engine Mount Bushing 40 Hose 42 Seat 44 Cup Washer
39 Washer 41 Spacer 43 Bushing

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Engine Assembly
17-12. Oil Sump Installation
NOTE: Oil sumps are available with fill tubes on the left (2-4) or right (1-
3) side of the engine. Sumps are not interchangeable; install the sump
with the fill neck on the same side from which it was removed.
1. Apply a thin, translucent coat of Gasket Maker to the crankcase oil sump mounting
flange and oil sump flange; allow the Gasket Maker to dry.
2. Align the bolt holes and install a new gasket (Figure 17-25) (3) on the oil sump (1)
mounting flange.
3. Install the oil sump (1) on the crankcase studs. Secure with washers (6) and new
lock nuts (7).
4. Torque the new lock nuts (7) to ½ the torque value specified in Appendix B,
following the torque sequence in Figure 17-24. Verify the oil sump and crankcase
flanges mate evenly.
5. Torque the lock nuts (Figure 17-25) (7) to the final torque according to Appendix B
specifications using the torque sequence in Figure 17-24.
6. Install the oil drain plug (Figure 17-25) (4) with a new copper gasket (5) in the
bottom of oil sump. Torque the plug (4) to Appendix B specifications.
7. Safety wire the oil drain plug according to Appendix C instructions.
8. Install the oil gauge rod (2) with a new oil gauge gasket in the oil sump filler neck.

Figure 17-24. Oil Sump Torque Sequence

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 Engine Assembly

Figure 17-25. Oil Sump

1 Oil Sump Assembly 5 Washer
2 Stud 6 Lock Nut
3 Plug 7 Oil Gauge Rod
4 Copper Gasket 8 Gasket

17-13. Exhaust System Installation

Exhaust system installation is more practical after the engine is installed in the airframe.
Install the exhaust system according to the airframe manufacturer's instructions.

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Engine Assembly
17-14. Induction System Installation
1. Center two new seal-o-locks (Figure 17-27) (3) on top of the intake manifold
assembly (1) mounting bosses. Slide the intake manifold assembly (1), with new
seal-o-locks (3) on the manifold support studs (Figure 17-26). Install a second new
seal-o-lock (3) on the mounting studs and loosely secure with castellated nuts (4).
CAUTION: Do not over-torque the nut to align the cotter pin holes.
If the cotter pin holes will not align within the allowable torque
limits, replace the nut.
2. Torque the two castellated nuts (Figure 17-27) (4) to the lowest torque specified in
Appendix B and check castellated nut alignment with the cotter pin hole in the stud.
If the cotter pin hole and slots in the nut align, insert the cotter pin and secure
according to Appendix C instructions. If the nut and cotter pin hole do not align,
advance the nut in small increments until the hole and slot align and install the cotter
pin (5).
3. Slide intake elbows (7 and 8) on the ends of the intake tube assemblies built up in
Chapter 16. Install the intake elbows (7 or 8) with new gaskets (6) on the cylinder
intake ports with washers (9), new lock washers (10), and nuts (11). Torque the nuts
(11) to Appendix B specifications.

Figure 17-26. Intake Manifold Support Studs

4. Install a new gasket (20) and the carburetor (21) on the intake manifold with the
throttle lever on the 1-3 side of the engine. Secure the carburetor to the manifold
with four washers (9), new lock washers (10) and nuts (11). Torque the nuts (11) to
Appendix B specifications.
5. Install the air intake housing (23) with a new gasket (22) on the carburetor (21) with
four new lock washers (10) and nuts (11). Torque the nuts to Appendix B
specifications.
6. Install a new air filter assembly (24) on the air intake housing (23). Secure the filter
assembly (24) to the air intake housing (23) by aligning the four quarter turn
fasteners with the nut plates and turning the fasteners until they lock in the nut plate.

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 Engine Assembly

Figure 17-27. Induction System

1 Intake Manifold Assembly 9 Washer 17 Nipple- primer 25 Stud
2 Stud 10 Lock Washer 18 Union 26 Bolt
3 O-lock Seal 11 Nut 19 Nut 27 Washer
4 Castle Nut 12 Intake Pipe 20 Carburetor Gasket 28 Bushing
5 Cotter Pin 13 Hose- 1.50 X 0.88 21 Carburetor 29 Lock Nut
6 Intake Manifold Gasket 14 Hose - 1.75 X 2.00 22 Carburetor Gasket 30 Lever
7 Induction Elbow - Cyl 1 & 4 15 Clamp 23 Air Intake Housing
8 Induction Elbow - Cyl 2 & 3 16 Plug - 0.25 24 Filter

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Engine Assembly
17-15. Ignition System Installation
The O-200 ignition system may be manufactured by either Slick (Unison) or Continental
Motors. Refer to the installation instructions, based on the magneto model.
CAUTION: The magnetos must be replaced or overhauled according
to the manufacturer's instruction prior to installation.
17-15.1. Continental Motors Ignition System Installation
1. Complete “Crankshaft Top Dead Center Alignment” procedure in Section 6-3.8.1.1.
2. Remove inspection hole plugs from the magneto(s). Turn the impulse coupling
backward so latches will not engage until the timing pointer inside the inspection
hole is aligned with the marked distributor gear tooth.
3. Without turning the magneto shaft, hold the magneto in the position it will occupy
when installed.
a. Align the gear slot and impulse coupling lugs by pulling the magneto gear out
and turning it to the desired position.
b. Push the gear back into the meshed position.
4. Lubricate both sides of a new gasket (Figure 17-28) (4) with Dow Corning No. 4
and install the gasket on the magneto flange.
5. Carefully insert the magneto in the crankcase, aligning the drive gear teeth with the
camshaft gear. Secure the magneto with washers (7), new lock washers (6) and nuts
(5); hand-tighten the nuts (5) at this time.
6. Install the ignition harness cable outlet plates and secure with screws (11), torque the
screws to Appendix B specifications.
7. Repeat steps 2 through 6 for the second magneto
8. Complete “Magneto to Engine Timing” in Section 6-3.8.1.2. Torque nuts according
to Appendix B specifications upon completion of magneto timing.
9. Disconnect timing light from magnetos.
NOTE: Do not install the spark plugs until after the engine is installed in
the airframe and engine pre-oiling (Section 5-3.3.1) is complete.
10. Secure the harness with cushion clamps according to the harness routing instructions
in Section C-13.

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 Engine Assembly

Figure 17-28. Continental Motors Ignition

1 Left Magneto 5 Nut 9 Lock Washer 13 Bushing
2 Right magneto 6 Lock Washer 10 Spark Plug 14 Washer
3 Ignition Harness 7 Washer 11 Screw 15 Nut
4 Flange Gasket 8 Nut 12 Gear 16 Cotter Pin

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Engine Assembly
17-15.2. Slick Ignition System Installation
1. Complete “Crankshaft Top Dead Center Alignment” procedure in Section 6-3.8.1.1.
2. Insert a T118 timing pin in “L” or “R” hole (depending on magneto rotation) in the
distributor block. Turn the rotor in the opposite direction of rotation until the pin
engages the gear.
3. Without turning the magneto shaft, hold the magneto in the position it will occupy
when installed.
a. Align the magneto drive gear with the camshaft gear by pulling the magneto gear
out and turning it to the desired position.
b. Push the gear back into the meshed position.
c. Verify the magneto drive coupling bushings and retainers are properly installed.
CAUTION: Remove the T118 timing pin before rotating the
crankshaft to prevent magneto damage.
4. Remove the T118 timing pin and replace the inspection hole plug.
5. Lubricate both sides of a new gasket (Figure 17-29) (3) with Dow Corning No. 4
and install the gasket on the magneto flange.
6. Carefully insert the magneto in the crankcase, aligning the drive gear with the
camshaft gear. Install four sets of holding washers (7), new lock washers (6) and
nuts (5); hand-tighten the nuts at this time.
7. Complete “Magneto to Engine Timing” in Section 6-3.8.1.2. Upon completion of
magneto timing, torque the nuts (5) to Appendix B specifications.
8. Disconnect the timing light from magnetos. Attach the magneto grounding wire and
torque according the airframe manufacturer's instructions.
9. Install the ignition harness (2) cable outlet plate on the left and right magnetos.
Secure the cable outlet plate with three screws. Torque the screws to Appendix B
specifications.
NOTE: Do not install the spark plugs until after the engine is installed in
the airframe and engine pre-oiling (Section 5-3.3.1) is complete.
10. Secure the harness with cushion clamps according to the harness routing instructions
in Section C-13.

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 Engine Assembly

Figure 17-29. Slick Ignition System

1 Magneto - Slick 4301 3 Gasket 5 Nut 7 Magneto Retainer
2 Ignition Harness 4 Magneto Drive Gear 6 Lock Washer 8 Spark Plug

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Engine Assembly

Intentionally Left Blank

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 Post-Overhaul Test and Adjustments
Chapter 18. Post-Overhaul Test and Adjustments
18-1. Introduction
Specific procedures listed in sections of this chapter must be completed after engine
overhaul before the aircraft can be released for normal flight operations.
WARNING
The tasks listed in the Engine Operation Prerequisite Table
must be completed in the order listed on an engine before the
aircraft is authorized for flight.
Table 18-1. Engine Operation Prerequisites
Sequence Requirement Section References
1 Prepare the Engine for Operation “Maintenance Preflight Inspection” in Section 6-3.6.1
2 Maintenance Test Run “Standard Acceptance Test” in Section 18-4
3 Complete Operational Checklist “Engine Operational Checklist” in Section 6-8
4 Check Oil Consumption “Oil Consumption Test” in Section 18-5
5 Perform Flight Check “Flight Check” instructions in Section 7-2.31
1. And in accordance with the Pilot’s Operating Handbook (POH).

18-2. Post-Overhaul Testing Prerequisites

Install the engine in the aircraft or an engine test stand (per the applicable test stand or
airframe manufacturer’s instructions). The following will be required to conduct post-
overhaul testing:
• Fill the engine with oil according to the “Engine Oil Servicing” instructions in
Section 6-3.7.
• A flight propeller (if the engine is installed in the aircraft)
OR
• A test club mated to the propeller flange, capable of sustaining the minimum moment
of inertia specified for the engine propeller in Section 2-3. The test club will absorb
the brake horsepower (BHP) at the RPM specified in test operating limits. Use the test
club in combination with the cell, test stand and operating limits for which it was
calibrated.
• A cooling air scoop designed to fit over the tops of all cylinders, with padded seals for
rear cylinders and valve rocker covers, to direct an adequate flow of air downward
through the cylinder fins.
• Vanes to direct cooling air to the center cylinder and the oil cooler.
• An air duct to the alternator vent tube.
• A throttle control capable of operating the throttle shaft through its complete range and
a five position (OFF/R/L/BOTH/START) Ignition Switch connecting the engine with
the airframe electrical system.
• A storage battery must be connected by a No. 0 stranded copper cable from its positive
terminal to the power terminal of the starter through a starter solenoid. The battery

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Post-Overhaul Test and Adjustments
negative terminal must be connected to the engine or both battery terminal and engine
may be grounded. A small insulated wire should connect the starter solenoid coil
terminal to a 5 ampere push-button switch. The other switch terminal must be
connected to the engine or a common ground.
• Control panel equipped with the following calibrated engine instruments:
• An oil pressure gauge and tube connection
• An oil temperature gauge and capillary assembly
• A water manometer with rubber hose connection to the vacuum pump oil return
hole at the rear of the crankcase
• An ammeter connected in the generator or alternator circuit
• A fuel flow gauge
• A clean, substantial hose of 5/8 inch inner diameter must be installed on the crankcase
breather elbow and supported so it leads to a point above and to the rear of engine.
• Fuel system capable of sustained 2-2.5 psi indication on fuel pressure gauge

18-3. Post-Overhaul Test Operating Limits

Table 18-2. Post Overhaul Test Operating Limits
ITEM Specification
Full Throttle Speed ±25 RPM 2750 RPM
Idle RPM 675-925, application dependent
Manifold AIr Pressure at Idle 11.5 in. Hg
Manifold Air Pressure at Full Throttle (Max.) 29.5 in. Hg
Engine Intake Air Temperature Ambient
Engine Intake Air Pressure Ambient
Minimum Fuel Grade (Octane) 100-LL
Oil Temperature Limits 75 - 240°F (23.9 -115°C)
Oil Pressure (Max.) (Cold Oil) 100 psi
0.006 pounds x (rated power of engine) x (%power at which
measured/100) x (hours duration) = oil consumption (lbs.)
Oil Consumption
1 quart of oil = 1.875 lbs
Refer to the “Oil Consumption Test” in Section 18-5
Oil Sump Capacity (quarts) 5
Minimum Oil Pressure at Idle 10 psi at or below 200°F (93°C)
1
Crankcase Pressure (Max.) 2.0 in. H2O
Ignition Timing 28 ±1° BTC
Cylinder Head Temperature (Max.) 460°F (238°C)
1. A sudden increase in crankcase pressure during which the liquid in the manometer fluctuates rapidly typically indicates sticking piston rings.
However, before removing cylinders, investigate the breather and manometer. Refer to Chapter 8 for troubleshooting details.

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 Post-Overhaul Test and Adjustments
18-4. Standard Acceptance Test
Perform a standard acceptance test according to the protocol listed in Table 18-3.
Table 18-3. Standard Acceptance Test Requirements
Engine Run Time Duration
Period (Minutes) Engine RPM
1 5 1200  25 RPM
2 5 1600  25 RPM
3 5 2450  25 RPM1
4 10 Rated Power RPM2
75% Power RPM
5 10
Check Fuel and Oil Pressures. Check Temperatures.
Idle RPM (cooling period -300° Max. CHT at shut
6 5
down.)3
7 --- Stop engine and perform leak check.4
8 15 75% Power RPM
9 15 5% Power RPM
1. Do not run the engine above 1800 RPM until oil temperature has reached 160°F (71°C) and cylinder head tem-
peratures have reached 200°F (93°C).
2. Make one check on performance of each magneto channel alone at 1700 RPM. Clear the spark plugs by operat-
ing with both magnetos on for a few seconds between checks.
3. Do not shut engine down until oil temperature is below 200°F (93°C) and cylinder temperatures are below 300°F
(149°C).
4. Fuel and oil leaks are not acceptable.

Engines failing the acceptance test for high oil consumption, major oil leaks, low power,
damaged components, excessive noise, excessive roughness, low oil pressure, excessive
oil filter contamination require further investigation. Correct discrepancies and repeat the
Standard Acceptance Test.

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Post-Overhaul Test and Adjustments
18-5. Oil Consumption Test
The Oil Consumption Test must be accomplished in addition to the Standard Acceptance
Test. Use Table 18-4 to complete the oil consumption.
Table 18-4. Oil Consumption Test Requirements
Engine Run Time Duration
Period (Minutes) Engine RPM
1 5 1200 ± 25 RPM
2 5 1600  25 RPM
3 5 2450 ± 25 RPM1
4 10 Rated Power RPM 2
75% Power RPM
5 10
Check Fuel and Oil Pressures. Check Temperatures.
6 5 Idle RPM (cooling period 300F (149°C) maximum at shutdown)3
Stop engine, drain and weigh oil for oil consumption determination4
7 5 Warm up to rated RPM
8 30 Rated Power. Take engine readings every 10 minutes4
Idle RPM (cooling period
9 5
300° Max. CHT at shutdown.) 3 4 5
1. Do not run the engine above 1800 RPM until oil temperature has reached 160°F (71°C).and cylinder head temperatures have
reached 200°F (93°C).
2. Make one check on performance of each magneto alone at 1700 RPM. Clear spark plugs by operating with both magnetos on for a
few seconds between checks.
3. Do not shut the engine down until the oil temperature is below 200°F (93°C) and cylinder temperatures are below 300°F (149°C).
4. Oil consumption of 0.39 lb. is considered acceptable for this test. One repeat of this test run is acceptable. If oil consumption is in
excess of 0.39 pound, return the engine to the overhaul shop for a complete inspection.
5. Fuel and oil leaks are not acceptable.

Engines failing to pass the acceptance test for high oil consumption, major oil leaks, low
power, damaged components, excessive noise, excessive roughness, low oil pressure,
excessive oil filter contamination require further investigation. Correct discrepancies and
repeat the Oil Consumption Test. Refer to troubleshooting instructions in Chapter 8 for
remedial action, if necessary.

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

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Glossary

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

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

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 Glossary

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

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Glossary

Intentionally Left Blank

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

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

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

Square
Drive

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

Figure B-1. Torque Wrench

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

90°

90°

Set Torque = Fastener Torque

15°

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

Where:
T S = desired torque setting or reading

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

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Torque Specifications

Extension Torque Wrench Square Drive Distance = A

Length = B
Fastener Torque Distance

Fastener Torque
Set Torque= A+B xA

Extension Torque Wrench Square Drive Distance = A

Length = B
Fastener Torque Distance

Fastener Torque
Set Torque= A+B xA

Figure B-3. Extension increases applied torque

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

Torque Wrench
Square Drive Distance = A

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

Figure B-4. Extension decreases applied torque

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

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

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

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

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 Torque Specifications
Table B-4. Component Specific Torque Specifications

Torque Value

Size Fastener In-Lbs Ft-Lbs Models Affected

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

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

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Torque Specifications
Table B-4. Component Specific Torque Specifications

Torque Value

Size Fastener In-Lbs Ft-Lbs Models Affected

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

Miscellaneous Lubrication System Fasteners

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

Miscellaneous Cylinder Hardware

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

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 Torque Specifications
Table B-4. Component Specific Torque Specifications

Torque Value

Size Fastener In-Lbs Ft-Lbs Models Affected

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

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

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

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

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Torque Specifications

Intentionally Left Blank

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

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

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

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

C-2.5. Authorized Oversize/Undersize Parts

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

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

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

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

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

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

(Reverse the wire orientation for left-hand threads)

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

Locator Tab

Lock Tab
Lock Tabs
Top View Side View

Figure C-3. Tab Washer Installation

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

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

Figure C-4. Helical Coil Extraction Tool

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

Figure C-5. Installing a Helical Coil Insert

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

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

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

C-7.1.2. Step-Type Rosan® Stud Removal

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

Figure C-6. Rosan® Stud Removal Tool

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

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 Standard Practices

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

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

Figure C-8. Stud Sizes

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

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

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

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

Figure C-10. Rosan® Stud Installation Dimensions

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

Figure C-11. Cotter Pin Installation

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

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 Standard Practices

C-10. Gasket Maker® Application

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

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

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

TORQUE WRENCH

TORQUE WRENCH

OPEN END/ FLARE

NUT WRENCH

OPEN END/ FLARE

NUT WRENCH

Figure C-12. Installing Hoses and Fittings

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

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 Overhaul Dimensional Limits
Appendix D. Overhaul Dimensional Limits
D-1. Overhaul Dimensional Limits=New Part Dimensions
New part dimensions are used for the Overhaul Dimensional Inspection. Overhaul
tolerances are not the same as the service limits used for maintenance in Chapter 10. New
parts dimensions are based on production drawings in effect at the time of publication.
WARNING
Use only new part dimensional limits during engine overhaul.
D-2. Starter
O-200 starter assemblies are removed and replaced as an assembly; no dimensional limits
are provided.

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D-3. Lubrication System
Refer to Figure D-1 and Table D-1 for lubrication system dimensions. Numbers in the
index column of Table D-1 correspond to the numbered items in Figure D-1. Additional
lubrication system dimensions are listed in Table D-2.
Clean and dry parts thoroughly according to Chapter 14, “Engine Cleaning” instructions
before performing the dimensional inspection. Discard and replace any parts that do not
conform to the specified new part tolerances.

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 Overhaul Dimensional Limits
Table D-1. Lubrication System Dimensions
Dimensions (inches)
Index Part Minimum Maximum
1 Oil pump gear in pump housing .......................................end clearance: 0.0020L 0.0050L
2 Oil pump driver gear in housing ................................................ diameter: 0.0030L 0.0060L
3 Oil pump gear shafts in accessory case and plate ................... diameter: 0.0015L 0.0030L
4 Oil pump gear cavity ................................................................. diameter: 1.4990 1.5010
5 Oil pump gear shaft bore .......................................................... diameter: 0.5620 0.5630
6 Oil pump gear cavity ...................................................................... depth: 0.6240 0.6260
7 Square drive to camshaft gear.................................................clearance: 0.0055L 0.0135L
8 Oil pump driver and driven gears ............................................. backlash: 0.014 0.022
Spring Test Data
Oil press. relief valve spring (0.041)
9 6.06 lbs. 6.31 lbs.
compressed to 1.56 inch length .......................................................load:
T= Tight L= Loose

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Table D-2. Accessory Case Dimensions not found in Table D-2
Dimensions (inches)
Index Part Minimum Maximum
1 Oil pressure relief valve seat .........................................................depth: 1.24 1.26
2 Oil pump gear cavity ..................................................................diameter: 1.5290 1.5300
3 Oil pump gear shaft ...................................................................diameter: 0.5600 0.5605
T= Tight L= Loose

2
3

1, 6

5
7

Figure D-1. Accessory Case and Oil Pump

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 Overhaul Dimensional Limits
D-4. Engine Cylinders
Refer to Figure D-2 and Table D-3 for cylinder dimensional limits. The numbers in the
index column of table correspond to the numbered items in the illustrations. Additional
illustrations and dimensions are provided in Figure D-3 through Figure D-5 and Table D-
4 through Table D-5. Clean and dry parts thoroughly according to Chapter 14, “Engine
Cleaning” instructions before performing the dimensional inspection. Discard and replace
parts that do not conform to the dimensional specifications in the tables.

17, 18, 19 & 20 21

A B B

31 40

8, 9, 10, 11 & 12
SECTION A-A 22, 23 SECTION B-B
24, 25 & 39 3 1 2 4

13, 15

33
14, 16

5 6 7
28, 29, 38 26, 27

32, 33
36

37

35
34

Figure D-2. Cylinder Assembly Dimensions

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Table D-3. Engine Cylinder Assembly Dimensions
Dimensions (inches)
Index Part Minimum Maximum
Pistons, Rings, and Pins
1 Top Land in Cylinder bore..........................................................diameter: 0.038L 0.042L
2 Second Land in Cylinder bore ...................................................diameter: 0.034L 0.038L
3 Top of Skirt in Cylinder bore.......................................................diameter: 0.012L 0.015L
4 Bottom of Skirt (above oil control ring) in Cylinder bore ............diameter: 0.009L 0.012L
5 Top piston ring in groove.................................................. side clearance: 0.006L 0.008L
6 Second piston ring in groove ........................................... side clearance: 0.0045L 0.0065L
7 Oil Control ring in groove ................................................. side clearance: 0.002L 0.004L
8 Top ring at 1.00  0.50” depth in cylinder barrel ................................gap: 0.020 0.034
9 Second ring at 1.00  0.50” depth in cylinder barrel..........................gap: 0.026 0.040
10 Oil control ring at 1.00  0.50” depth in cylinder barrel......................gap: 0.012 0.028
11 Compression ring (closed to specified gap)................................. tension: 9.0 lbs. 12.0 lbs.
12 Oil control ring (closed to specified gap)...................................... tension: 11.0 lbs. 15.0 lbs.
13 Piston pin in piston.....................................................................diameter: 0.0001L 0.0007L
14 Piston pin in connecting rod bushing .........................................diameter: 0.0014L 0.0021L
15 Piston pin in cylinder......................................................... end clearance: 0.010 0.32
16 Bushing in connecting rod .........................................................diameter: 0.0020T 0.0045T
17 Cylinder bore ..............................................................................diameter See Figure D-3
18 Cylinder bore ........................................................................ out-of-round See Figure D-3
19 Cylinder bore .............................................................. allowable oversize See Figure D-3
20 Cylinder bore surface (nitrided barrel) .......................................diameter:
Cross hatch......................................................................................angle 22° - 32° —
Finish (measured in direction of piston travel) (micro inches) 30 60
21 Cylinder barrel in crankcase ......................................................diameter: 0.0030L 0.0120L
22 Intake valve seat insert in cylinder head....................................diameter: 0.0055T 0.0085T
23 Intake valve seat............................................................................. width: 0.0828 0.1001
24 Intake valve seat-to-valve guide ............................................. axis angle: See Figure D-4
25 Intake valve guide in cylinder head............................................diameter: 0.0010T 0.0030T
26 Exhaust valve seat insert in cylinder head.................................diameter: 0.0050T 0.0080T
27 Exhaust valve seat.......................................................................... width: 0.0608 0.0820
28 Exhaust valve seat-to-valve guide .......................................... axis angle: 46° 00' 46° 15'
29 Exhaust valve guide in cylinder head ........................................diameter: 0.0010T 0.0030T
30 Rocker Shaft ..............................................................................diameter: 0.6082 0.6087
Rocker shaft in rocker arm bushing ......................................... clearance: 0.0010L 0.0025L
31 Rocker shaft in cylinder head boss.......................................... clearance: 0.0002L 0.0015L
32 Rocker arm bushing bore ..........................................................diameter: 0.810 0.813
Rocker arm bushing bore .................................................. surface finish: 80 ---
Rocker arm bushing – finish bore ................................... inside diameter: 0.7505 0.7515
Rocker arm bushing............................................................ surface finish 32 ---

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 Overhaul Dimensional Limits
Table D-3. Engine Cylinder Assembly Dimensions
Dimensions (inches)
Index Part Minimum Maximum
33 Rocker arm to support boss............................................. side clearance: 0.0020 0.0150
34 Rocker are-to-valve spring retainer..........................................clearance: 0.020 ---
35 Rocker arm ............................................................................ grind width: --- 0.34
36 Rocker arm foot to valve stem (deflated lifter) ...........................gear lash 0.030 0.110
37 Rocker arm ...................................................................................... width 0.991 0.994
38 Intake valve guide ........................................................... inside diameter: 0.4350 0.4377
Intake valve in guide ................................................................. diameter: 0.0010L 0.0040L
39 Exhaust valve guide........................................................ inside diameter: 0.4375 0.4395
Exhaust valve in guide .............................................................. diameter: 0.0025L 0.0040L
40 Pushrod..........................................................................................length: 10.797 10.827
T= Tight L= Loose

INTAKE

63
6.077
Ø 0.3755 6.073
0.3745

O 0.001”
OUT OF ROUND NOT O 0.002”
TO EXCEED 0.001”
125
OUT OF ROUND
Ø 0.3755
0.3745 NOT TO EXCEED
0.002”
“X”
DIA.

40

EXHAUST

Figure D-3. Finished Cylinder Dimensions (after honing)

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Table D-4. Cylinder Barrel Dimensions
“X” Diameter “Y” Diameter
(inches) (inches)
Size Minimum Maximum Straight Barrel- No Choke
STANDARD 4.0615 4.0635
0.005 4.0665 4.0685
0.010 4.0715 4.0735
0.015 4.0765 4.0785
Cylinder bore out of round must not exceed 0.002 at measured diameters

Intake Valve Seat Exhaust Valve Seat

0.021
0.000 0.012
0.000
76° 61°
74° 59°

0.0 080
61°00’
0.0 080

45°45’

60
60

60°30’
0.
0.

45°15’
46° 31°
44° 29°

Ø 1.710 Ø 1.560
0.0 35

1.540
25

1.690
0 .0

Figure D-4. Valve Seat Insert Dimensions

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 Overhaul Dimensional Limits
Table D-5. Valve Train Dimensions
Dimensions (inches)
Index Part Minimum Maximum
1 Intake valve face-to-stem........................................................ axis angle: 61°00' 60°15'
2 Exhaust valve face-to-stem..................................................... axis angle: 45°45’ 46°15'
3 Intake valve gauge line-to-stem .....................................................length: Figure D-5 (Replace 100%)
4 Exhaust valve face-to-stem............................................................length: Figure D-5 (Replace 100%)
5 Intake valve face-to-stem.............................................................. runout: 0.0000 0.0020
6 Exhaust valve face-to-stem........................................................... runout: Replace 100%

Ø 0.3317 Ø 0.3347
0.3257 0.3287

3.963 3.951
3.953 3.941
16

16
0.42 0.3720
Ø Ø
0.40 0.3712

0.1358 0.1358
0.0957 GAUGE LINE 25 0.1224 GAUGE LINE 25
0.1240 0.1240
0.0854 0.1124

1.4567
Ø 1.641 Ø
1.200
1.76 61-61°15’ 1.575 46-46°15’
Ø Ø
1.75 1.565

Intake Valve Exhaust Valve

Figure D-5. New Intake and Exhaust Valve Dimensions

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Overhaul Dimensional Limits
D-5. Crankcase and Engine Drive Train
Refer to Figure D-6 and Table D-6 for engine drive train dimensional limits. Index
numbers in the first column of Table D-6 correspond to the numbered items in Figure D-
6. Additional dimensions are listed in Table D-7 and Table D-8. Clean and dry parts
thoroughly according to Chapter 14 “Engine Cleaning” instructions before performing the
dimensional inspection. Discard and replace parts that do not meet the specified
dimensions.
Table D-6. Crankcase and Engine Drive Train Dimensions
Dimensions (inches)
Index Part Minimum Maximum
1 Crank pins1 .......................................................................... out-of-round: 0.0000 0.0005
2 Main journals1 ...................................................................... out-of-round: 0.0000 0.0005
Crankshaft rear & intermediate journals1...................................diameter: 2.373 2.374
3
Crankshaft front main journal1 ...................................................diameter: 1.8720 1.8730
4 Crank pin ...................................................................................diameter: 1.9360 1.9370
Crankshaft center main journal..................................................... runout: 0.0000 0.0100
5
with crankshaft shaft supported at thrust and rear journal
Propeller Flange ........................................................................... runout: 0.0000 0.0050
6
with crankshaft supported at front and rear journal
7 Crankshaft gear on crankshaft...................................................diameter: 0.0005T 0.0020L
8 Camshaft journal........................................................................diameter: 1.3725 1.3735
9 Camshaft gear on pilot...............................................................diameter: 0.000 0.002L
10 Connecting rod ................................................................. side clearance 0.0060 0.0110
Camshaft journal in crankcase bearing .....................................diameter: 0.001L 0.003L
11
Camshaft bearings.....................................................................diameter: 1.3745 1.3755
12 Camshaft rear journal to crackcase .................................. end clearance: 0.004 0.008
13 Starter adapter plug bore...........................................................diameter: 0.0010L 0.0030L
14 Crankshaft to Thrust Washer............................................. end clearance 0.004 0.020
15 Main bearing bore......................................................................diameter: 2.0615 2.0625
T= Tight L= Loose
1. If the crankshaft is worn beyond limits, the crankshaft may be repaired by grinding the crank pins and journals to 0.010” under new shaft
limits and re-nitriding. Crankshaft machining must be accomplished by a repair station certified to perform crankshaft repair by the FAA or
equivalent government aiworthiness authority.

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 Overhaul Dimensional Limits

Figure D-6. Engine Drive Train

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Overhaul Dimensional Limits

5 3, 4
2

1 6

Figure D-7. Installed Connecting Rod Fits & Limits

Table D-7. Installed Connecting Rod Fits & Limits
Dimensions (inches)
Index Part (Figure D-7) Minimum Maximum
1 Bushing in connecting rod .........................................................diameter: 0.0020T 0.0045T
2 Bolt in connecting rod ................................................................diameter: 0.0005L 0.0023L
3 Connecting rod bearing on crankpin..........................................diameter: 0.0005L 0.0030L
4 Connecting rod on crankpin.............................................. end clearance: 0.0060L 0.0110L
Connecting rod bushing (convergence per inch of length)
5
......................................................................................................... twist: See Figure D-8
6 Lifter in crankcase......................................................................diameter: 0.0005 0.0020
7 Piston pin in connecting rod bushing .........................................diameter: 0.0014L 0.0021L
T= Tight L= Loose
Table D-8. Connecting Rod Dimensions
Dimensions (inches)
Index Part (not shown in Figure D-7) Minimum Maximum
Bushing bore..............................................................................diameter: See Figure D-8
Bushing center to crankpin center .................................................length: See Figure D-8
Piston pin bushing after installation and reaming ........... inside diameter: See Figure D-8
Crankpin bore ................................................................. inside diameter: See Figure D-8
Crankshaft end ............................................................................... width: See Figure D-8
Connecting rod bushing .................................................................. twist: See Figure D-8
(convergence) per inch of length

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NICKS OR BURRS .01 INCH DEEP OR LESS MAY

BE BLENDED WITH CROCUS CLOTH. BLENDED
AREA MUST HAVE A CORNER RADIUS OF .06 -
.09. DISCARD CONNECTING RODS WITH “V”
SHAPED NOTCH GREATER THAN .02 INCH IN
DEPTH.
0.9235 16 Ra
0.9230
B

B
63 Ra
BB 1.0630
1.0620 1.3055
NO NICKS, GOUGES, OR OTHER 1.3035
DAMAGE PERMISSABLE ON
BORE AFTER BUSHING
REMOVAL.

VIBRO-ETCH CYLINDER POSITION

NUMBER ON CONNECTING ROD AND
CAP. INSTALL ROD WITH POSITION
NUMBER UP.
2.0620
2.2215

BUSHING SPLIT LINE

5°
IN THIS LOCATION 45°±
BUSHING SPLIT LINE 6.377
PROHIBITED WITHIN 40° OF 6.373
CONN. ROD CENTERLINE

Figure D-8. Connecting Rod Dimensions

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Figure D-9. Gear Backlash

Table D-9. Gear Backlash
Dimensions (inches)
Index Description Minimum Maximum
1 Crankshaft gear to camshaft gear ............................................. backlash 0.006 0.009
2 Starter gear to crankshaft gear .................................................. backlash 0.029 0.043
3 Oil pump gears .......................................................................... backlash 0.014 0.022
4 Alternator drive gear to camshaft gear ...................................... backlash 0.010 0.014
5 Magneto gear to camshaft ......................................................... backlash 0.012 0.014

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D-6. Stud Height Settings
Inspect the studs for corrosion, distortion, stripped or incomplete threads, or looseness.
Check the stud alignment using a tool maker’s square. No stud should exceed the specified
settings.
D-6.1. Lubrication System Stud Heights

Install with Part No. 646941

sealant. Screw stud in to
adapter until it “bottoms out”
(stops turning) on incomplete
threads tapped in the adapter

0.50 Min.

Figure D-10. Oil Filter Adapter Stud

D-6.2. Induction System Stud Heights
Table D-10. Induction Manifold Stud Heights
Item Location Thread Size Stud Height (inches) Quantity
1 Stud, Induction Manifold 5/16-18-24 0.843-0.845 4
2 Stud, Carburetor Flange 5/16-18-24 0.47-0.50 4

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D-6.3. Cylinder Stud Height Settings
Table D-11. Cylinder Stud Heights
Item Location (Figure D-11) Thread Size Stud Height (inches) Quantity
1 Stud, intake flange 1/4”-20-28 1.12 2
2 Stud, exhaust flange (ring lock) 5/16”-18-24 0.75 2

Figure D-11. Cylinder Studs

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D-6.4. Accessory Case Stud Height Settings
Table D-12. 654641-3 Accessory Case Stud Heights
Item Location (Figure D-12) Thread Size Stud Height (inches) Quantity
1 Stud, Starter 5/16”-18-24 1.03 3
2 Stud, Magneto 5/16”-18-24 1.00 4
3 Stud, Oil Filter Adapter 1/4”-20-28 0.69 1
4 Stud, Alternator 5/16”-18-24 0.88 2
5 Stud, Oil Sump 1/4”-20-28 0.82 3

2 2

SETTING HEIGHT

5
5

Figure D-12. Accessory Case Stud Heights

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D-6.5. Crankcase Stud Height Settings

Figure D-13. Crankcase Stud Detail

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Table D-13. Crankcase Stud Height Settings
Index Location (Figure D-13) Thread Size Setting Height Quantity
1 Stud, Oil Sump Flange 1/4”X20-28X1.06 0.75 3
2 Stud, Cylinder Mount Deck 7/16”X14-20X1.56 0.72 8
3 Stud, Accessory Case Mount Flange 5/16”X18 2.06 5
4 Stud, Pushrod Housing to Crankcase 1/4”X20-28X1.06 0.62 12
5 Stud, Cylinder Mount Deck 3/8”X16-24X1.56 0.68 8
6 Stud, Oil Cooler Adapter Pad 5/16”X18-24X1.31 0.91 3
7 Stud, Vacuum Pump Adapter (or Cover) 5/16”X18 0.75 1
8 Stud, Vacuum Pump Adapter (or Cover) 1/4”X20-28X1.12 0.66 3
9 Stud, Intake Manifold Support 3/8”X16-24 1.61 2
10 Through Stud, CC to CC 7/16”X14-20X3.62 2.41 2
11 Stud, Oil Screen Adapter 5/16”X18 3.25 3
12 Dowel, Accessory Case 1/4”X0.56 --- 2
13 Stud, Lower CC Arm 5/16”-18-24 0.75 1
14 Stud, Cylinder Mount Deck 7/16”X14-20X6.09 2.41 4
15 Through Stud, CC to CC 3/8”X16-24X5.00 4.38 1
16 Stud, Lower CC Arm 5/16”-18 0.64 1
17 Stud, Fuel Pump Mount Pad 5/16”-18 0.75 2
18 Dowel, Starter Jack Adapter 1/4”X0.64 0.31 1
19 Breather, 1-3 Case Half --- clock 15° aft 1
20 Plug, Front Oil Gallery --- install with gaskets 2
21 Plug, 1-3 CC Oil Gallery --- --- 1

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Intentionally Left Blank

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