Publication X30575

2011 CONTINENTAL MOTORS, INC. AUG 2011

AIRCRAFT ENGINE

OVERHAUL
MANUAL
TECHNICAL CONTENT ACCEPTED BY THE FAA
ii TSIO-520 Sandcast Series Engine Overhaul Manual
31 August 2011
Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part No. X30575, dated
February 1987. Previous editions are obsolete upon release of this manual.
Effective Changes for this Manual
0..............February 1987
1............31 August 2011
List of Effective Pages
Document Title: TSIO-520 Sandcast Series Engine Overhaul Manual
Publication Number: X30575 Initial Publication Date: February 1987
Page Change Page Change Page Change Page Change
Cover............................1 70-50-01 thru 70-50-06.0 77-20-01 thru 77-20-06 0
ii....................................1 72-00-01 thru 72-00-16.0 78-00-01 thru 77-00-04 0
iii thru xviii.....................0 72-10-01 thru 72-10-48.0 78-10-01 thru 78-10-02 0
1-00-01 thru 1-00-06....0 72-20-01 thru 72-20-18.0 78-20-01 thru 78-20-02 0
1-10-01 thru 1-10-10....0 72-30-01 thru 72-30-22.0 79-00-01 thru 79-00-04 0
1-20-01 thru 1-20-40....0 72-40-01 thru 72-40-20.0 79-10-01 thru 79-10-02 0
1-30-01 thru 1-30-06....0 72-50-01 thru 72-50-18.0 79-20-01 thru 79-20-02 0
4-00-01 thru 4-00-04....0 72-60-01 thru 72-60-20.0 80-00-01 thru 80-00-10 0
5-00-01 thru 5-00-04....0 72-70-01 thru 72-70-10.0 81-00-01 thru 81-00-02 0
5-10-01 thru 5-10-02....0 72-80-01 thru 72-80-08.0 81-10-01 thru 81-10-06 0
5-20-01 thru 5-20-02....0 73-00-01 thru 73-00-04.0 81-20-01 thru 81-20-02 0
5-30-01 thru 5-30-02....0 73-10-01 thru 73-10-06.0
70-00-01 thru 70-00-04 0 74-00-01 thru 74-00-10.0
70-10-01 thru 70-10-02 0 75-00-01 thru 75-00-04.0
70-20-01 thru 70-20-02 0 76-00-01 thru 76-00-66.0
70-30-01 thru 70-30-02 0 77-00-01 thru 77-00-04.0
70-40-01 thru 70-40-02 0 77-10-01 thru 77-10-06.0
Published and printed in the U.S.A. by Continental Motors, Inc.
Available exclusively from the publisher: P.O. Box 90, Mobile, AL 36601
Copyright 2011 Continental Motors, Inc. All rights reserved. This material may not be reprinted, republished, broadcast, or otherwise
altered without the publisher's written permission. This manual is provided without express, statutory, or implied warranties. The publisher will
not be held liable for any damages caused by or alleged to be caused by use, misuse, abuse, or misinterpretation of the contents. Content is
subject to change without notice. Other products and companies mentioned herein may be trademarks of the respective owners.
WARN
(Please note the following statements from FAA Advisory Circular 20-62C entitled "ELIGIBILITY, QUALITY, AND IDENTIFICATION
OF APPROVED REPLACEMENT PARTS"):
3.
BACKGROUND. An increasing amount of replacement parts (including standard parts), materials,
appliances, and instruments are offered for sale'as being of aircraft quality when actually the quality and
origin of these units are unknown. Users of such units are usually not aware of the potential hazards involved
with replacement parts that are not eligible for use on certificated aircraft. Frequently such units are
deceptively advertised or presented as "unused," "like new," or "remanufactured." This implies that 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. certificated aircraft are specified in Federal Aviation Regulations (FAR) 43.13 and FAR 145.57. The
responsibility for the continued airworthiness of the aircraft, which includes the replacement of parts, is the
responsibility of the ownerloperator as outlined in FAR 91.163, FAR 121.363, FAR 123.45, FAR 127.131
and FAR 135.143 (a).
4,
l DENTI FICATION OF THE APPROVED PARTS. Approved serviceable replacement
parts are identified as follows:
a. By an FAA Form 8130-3 (Formerly FAA Form 186), Airworthiness Approval Tag. An Airworthiness
-
Approval Tag identifies a part or group of parts that have been approved by authorized FAA
representatives.
b. By an FAATechnical Standard Order VSO) number and identification mark that indicates the pat? or
appliance has been manufactured under the requirements of FAR 37.
c. By an FAA/PMA symbol, together with the manufacturer's name, trademark or symbol, part number,
and the make and model of the type certificated product on which the part is eligible for installation,
stamped on the part. An FAA Parts Manufacturer Approval (FWPMA) is issued under FAR 21.305.
The make and model information may be on a tag attached to the part.
d. By shipping ticket, invoice, or other document which provides evidence that the part was produced
by a manufacturer holding an FAA Approved Production Inspection System issued under FAR 21,
Subpart F, or by a manufacturer holding an FAA Production Certificate issued under FAR 21, Subpart
G.
e. By a certificate of airworthiness for export issued by a foreign government under the provisions of
FAR 21, Subpart N.
I. KNOW YOUR SUPPLIER. It has come to our attention that many reproduced parts and
components, particularly instruments which have been manufactured by persons other than the original
manufacturer, are available for purchase and installation on U.S. certificated 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, i.e., heat treating, plating, inspections, tests and calibrations. All too often the faulty part is not
discovered until a malfunction or an accident occurs.
2- SUMMARY, In accordance with FAR'S, certification of materials, parts, and appliances for return
to service, for use on aircraft, is the responsibility of the person or agency who signs the approval.
The ownerloperator, as denoted in paragraph 3 of this advisory circular, is responsible for the continued
aiworthiness of the aircraft. To assure 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 appiiances cannot be established
or when their origin is in doubt.
February 1989 iii
OVERHAUL MANUAL
FOR
TSIO-520 SANDCAST SERIES
AIRCRAFT ENGINE
The overhauler must comply with all instructions contained in this manual in order to assure safe and
reliable engine performance. Failure to comply will be deemed misuse, thereby relieving the engine
manufacturer of responsibility under its warranty.
This manual contains no warranties, either expressed or implied. The information and procedures
contained herein provide the overhauler with technical information and instructions applicable to proper
overhaul procedures.
Prior to overhaul, the mechanic must meet requirements of Federal Aviation Regulation 65 and must
follow FAR parts 43, 91, and 145, as applicable. This manual must be used in conjunction with the FAA
Advisory circular 43.13-1A, Acceptable Methods, Techniques and Practices - Aircraft Inspection and
Repair, as well as Teledyne Continental Motors' TSIO-520 Sandcast Series Parts Catalog X30579A.
CHAPTER
1 - Introduction
4 - Airworthiness Limitations
5 - Time Limits/Maintenance Checks
70 - Standard Practices
72 - Engine Reciprocating
73 - Engine Fuel System
74 - Ignition
75 - Air
76 - Engine Controls
77 - Engine Indicating
78 - Exhaust
79 - Oil
80 - Starting
81 - Turbines
iv February 1989 '.
INTRODUCTION
This Teledyne Continental Motors Overhaul Manual is prepared in accordance with the GAMA (General
Aviation Manufacturers Association) format. The manual is divided into groups which enable a broad
separation of contents (Chapters) within each group.
The chapters are broken down into major systems, Engine - Reciprocating, Exhaust, Starting, etc. The
System Chapters are arranged numerically. All System Chapters are assigned a number which becomes
the first element of a standardized numbering system. The element '72" of the number series 72-00-00
refers to the System Chapter on "Engine Reciprocating." All information pertaining to the engine will be
covered in this System Chapter.
The major System Chapters are then broken down into Sub-system Sections. These sections are identified
by the second element of the standardized numbering system. The number "10" of the basic number
series "72-10-00" is for the "disassembly" of the engine.
The Subsection in the third element of the standardized numbering system "72-10-12." This number is the
final breakdown of the Chapter. Number "12" is for "Oil Pump Assembly," that is "disassembled" from the
"Engine."
EXAMPLE:
- Chapter - - Section - - Subsection -
"Engine Reciprocating" 'Disassembly" "Oil Pump Assembly"
i I I
In producing this publication, considerable effort has been put forth to provide grammatically clear and
accurate information. Teledyne Continental Motors solicits the user assistance in providing information
for review on changes that the user may suggest.
February 1989 V
TABLE OF CONTENTS
PAGE
ii
iii
iv
v
vi
vii
Current Status of Pages . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Warning
Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . .
List of lllustrations . . . . . . . . . . . . . . . . . . . . . . . . . .
CHAPTER 1 INTRODUCTION
SCOPE
Related Publications . . . . . . . . . . . . . . . . . . . . . . . . .
Service Bulletins . . . . . . . . . . . . . . . . . . . . . . . . . . .
Service Reports and Inquiries . . . . . . . . . . . . . . . . . . . . .
100% Replacement Parts . . . . . . . . . . . . . . . . . . . . . . .
DEFINITIONS & ABBREVIATIONS
Abbreviations/Symbols . . . . . . . . . . . . . . . . . . . . . . .
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description of Engine Model Code . . . . . . . . . . . . . . . . . .
Basic Design Features . . . . . . . . . . . . . . . . . . . . . . . .
TOOLS
Special Tools . . . . . . . . . . .
PRODUCTS
Product List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CHAPTER 4 AIRWORTHINESS LIMITATIONS
Airworthiness Limitations . . . . . . . . . . . . . . . . . . . . . . .
CHAPTER 5 TIME UMITS/MAINTENANCE CHECKS
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TIME UMITS/INSPECTION PROGRAM . . . . . . . . . . . . . . . .
SCHEDULED MAINTENANCE . . . . . . . . . . . . . . . . . . . .
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . .
50 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . 100 Hour lnspection
UNSCHEDULED MAINTENANCE . . . . . . . . . . . . . . . . . . .
CHAPTER 70 STANDARD PRACTICES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL
LOCKWIRE PROCEDURE . . . . . . . . . . . . . . . . . . . . . .
CRANKCASETHREADINGPROCEDURE . . . . . . . . . . . . . . .
APPLICATION OF ADHESIVES . . . . . . . . . . . . . . . . . . . .
INSTALLATION OF GASKETS . . . . . . . . . . . . . . . . . . . . .
CYUNDERLEAKAGECHECK . . . . . . . . . . . . . . . . . . . .
Leakage Checks . . . . . . . . . . . . . . . . . . . . . . . . . .
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Perfoming The Check . . . . . . . . . . . . . . . . . . . . . . . .
Dynamic Seal Check . . . . . . . . . . . . . . . . . . . . . . . . .
ii
iii
iv
v
vi
vii
vi February 1989
SECTION PAGE
CHAPTER 72-00 ENGINE RECIPROCATING
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankcase
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft
. . . . . . . . . . . . . . . . . . . . . . . . . . Connecting Rods
Cams haft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lifters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winders
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear Train
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . Valve Mechanism
. . . . . . . . . . . . . . . . . . . . . . . . . . lnduction System
. . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust System I
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . .
CHAPTER 72-10 DISASSEMBLY
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General
Extent of Disassembly . . . . . . . . . . . . . . . . . . . . . . . .
Parts to be Discarded . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . Preliminary Cleaning
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Injection System (C.G.H.M.P.R. & AF) . . . . . . . . . . . . . . .
Fuel Injection System (TSIO-520-AE) . . . . . . . . . . . . . . . . .
Fuel Injection System (TSIO-520-CE) . . . . . . . . . . . . . . . . .
Magneto and Accessory Drive . . . . . . . . . . . . . . . . . . . .
Induction System (TS10520.C.G.H.M.P.R. & AF) . . . . . . . . . . . .
Induction System (TSIO-520-T) . . . . . . . . . . . . . . . . . . . .
Induction System (TS10-520-AE) . . . . . . . . . . . . . . . . . . .
Induction System (TSIO-520-CE) . . . . . . . . . . . . . . . . . . .
Oil Sump (TSIO.520-C.G. M & T) . . . . . . . . . . . . . . . . . . .
Oil Sump (TS10-520.H.P.R.AE. AF & CE) . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Cooler
. . . . . . . . . . . . . . . . . . . . . . . . . Alternator Assembly
Starter and Starter Drive Adapter (TSIO.520.C.G.H.M.P. R & AF) . . . . .
Starter and Starter Drive Adapter (TSIO.520.T. AE & CE) . . . . . . . . .
Oil Pump Assembly (TSIO.520-C.G.H.M.P. R & AF) . . . . . . . . . . .
Oil Pump Assembly (TSIO-520-T) . . . . . . . . . . . . . . . . . . .
Oil Pump Assembly (TS10-520-AE) . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . Oil Pump Assembly (TSIO-520-CE)
Cylinder and Piston Assembly (All Except TSIO-520-AE) . . . . . . . . .
Cylinder and Piston Assembly (TSIO.520.AE) . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankcase
. . . . . . . . . . . . . . . . . . . . . . . . . Camshaft Assembly
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft
Exhaust System (TSIO.520.T) . . . . . . . . . . . . . . . . . . . . .
February 1989 vii
SECTION PACE
CHAPER 72-20 CLEANING. REPAIR AND REPLACEMENT
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . Rocker Shafts
Pushrods. Valve Rockers and Other Small Steel Parts . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . Camshaft and Crankshaft.
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gears
. . . . . . . . . . . . . . . . . Sheet Metal Parts and Intake Manifdd
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Castings
. . . . . . . . . . . . . . . . . . . . . . . . . . Stud Replacement
. . . . . . . . . . . . . . . . . . . . . Helical Coil Insert Installation
. . . . . . . . . . . . . . . . . . Spark Plug Hde Hdicaf Coil Inserts
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve Guides . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve Rockers
Hydraulic Valve Lifters . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . Connecting Rods
. . . . . . . . . . . . . . . . . . . Piston Pin Bushing Replacement
Crankshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . .
Idler Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Magneto and Accessory Drive Adapter Assembly . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . Tachometer Drive Housing
. . . . . . . . . . . . . . . . . . . . . . . . . Starter Drive Adapter
. . . . . . . . . . . . . . . . . . . . . . . . . Oit Pump Assembly
. . . . . . . . . . . . . . . . . . . . . . . . . . . Ignition CaMes
CHAPTER 72-30 INSPECTION
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General
Visual Inspection . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . Magnetic Partide Injection
. . . . . . . . . . . . . . . . . . . Crankshaft Ultrasonic Inspection
. . . . . . . . . . . . . . . . . . . . Flourescent Partide Inspection
. . . . . . . . . . . . . . . . . . . . . . . Dimensional Inspection
. . . . . . . . . . . . . . . . . . . . . . . . . Dimensional Limits
Original Dimension . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . New Parts and Service Limits
. . . . . . . . . . . . . . . . . . . . . . . . . . Protective Coating
. . . . . . . . . . . . . . . . . . . . . . . . Application of Alodine
. . . . . . . . . . . . . . . . . . . . . Repair of Alodized Surfaces
. . . . . . . . . . . . . . . . . . . . . . . . . . Enamel Coatings
CHAPTER 72-40 SPECIFIED INSPECTIONS
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . O m
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crankshaft
Crankshaft and Counterweight Pins and Bushings . . . . . . . . . . .
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
Connecting Rods
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gears
. . . . . . . . . . . . . . . . . . . . . . . . . .
Pistons and Rings
viii February 1989
SECTION PAGE
CHAPTER 72-40 SPECIFIED INSPECTIONS (Continued)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinders
Hydraulic Valve Lifters . . . . . . . . . . . . . . . . . . . . . . . .
Intake Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . Lubrication System
Fuel Injection System . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust System
CHAPTER 72-50 ASSEMBLY OF SUBASSEMBLIES
Gene tal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OiI Pump AssemMy (TSIO.520.C.G.H,M.P. R & AF) . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . Oil Pump Assembly (TSIO-520-T)
. . . . . . . . . . . . . . . . . . Oil Pump Assembly (TS10-520-AE)
Oii Pump Assembly (TSIO-520-CE) . . . . . . . . . . . . . . . . . .
Starter and Drive Assembly (TSIO.52O.C,G.H.M,P, R 8 AF) . . . . . . . .
Starter and Drive Assembly (TSIO.520.T, AE & CE) . . . . . . . . . . .
. . . . . . . . . . . . . . Cylinder Assernbly (All Except TSIO-520-A)
Cylinder Assembly (TSIO.520.AE). . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . Piston and Ring Assemblies
. . . . . . . . . . . . . . . . . . . . . . . . . . Pushrod Housing
. . . . . . . . . . . . . . . . . . . Crankshaft and Cannecting Rods
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cams haft
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . Fuel lnjection Contrd and Air Throttle Body
CHAPTER 72-60 FINAL ASSEMBLY
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinders and Pi ons . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . Oil Pump CfSIO.520C.G.H.M.P. R & AF)
. . . . . . . . . . . . . . . . . . . . . . . Oil Pump (TSIO-520-AE)
. . . . . . . . . . . . . . . . . . . . . Oil Pump (TSIO-520-T & CE)
FuelPump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Drive Adapter . . . . . . . . . . . . . . . . . . . . . . . . .
Alternator Assembly . . . . . . . . . . . . . . . . . . . . . . . . .
Magneto and Accessory Drive Adapters . . . . . . . . . . . . . . . .
OilCooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . Valve Mechanism
. . . . . . . . . . . . . . . . . . . . Oil Sump (TS10620.C.G. M & T)
. . . . . . . . . . . . . . . . Oil Sump (TSIO-520-H,P,R, AE,AF & CE)
. . . . . . . . . . . . . . . . . . . . . . . . . . lnduction System
. . . . . . . . . . . . lnduction System (TSIO.520.C.G.H.M.P. R & AF)
. . . . . . . . . . . . . . . . . . . . lnduction System (TS10-520-T)
Induction System (TSIO-520-AE) . . . . . . . . . . . . . . . . . . .
Induction System (TSIO-520-CE) . . . . . . . . . . . . . . . . . . .
Fud Injection System (TS10520.C.G.H.M.P.R. T & AF) . . . . . . . . . .
Fuel Injection System (TS10-520-AE) . . . . . . . . . . . . . . . . .
Fuel Injection System (TSlO-520-CE) * . . . . . . . . . . . . . . . .
Magneto Drive Gears . . . . . . . . . . . . . . . . . . . . . . . .
February 1989 iX
SECTION
CHAPTER 72-60 FINAL ASSEMBLY (Continued)
Placing Crankshaft in Timing Position . . . . . . . . . . . . . . . . .
Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Harness . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Lines & Hoses . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust System (TS10.520.T) . . . . . . . . . . . . . . . . . . . . .
CHAPTER 72-70 TESTING AFTER OVERHAUL
Test Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Test Club
. . . . . . . . . . . . . . . . . . . . . . . . . . Cooling Air Scoop
. . . . . . . . . . . . . . . . . . . . . . . . . Induction Air Intake
. . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust System
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controls
. . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical Wiring
instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Breather
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . Governor Pad Cover
Engine Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . Starting Procedure
. . . . . . . . . . . . . . . . . . . . . . . . . . Overhaul Test Run
CHAPTER 72-80 ENGINE PRESERVATION
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General
Flyable Storage . . . . . . . . . . . . . . . . . . . . . . . . . . .
Temporary Storage . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . Indefinite Storage
CHAPTER 73-00 ENGINE FUEL SYSTEM
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . Set up Procedure
Turbocharged Engines . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pressure Regulators . . . . . . . . . . . . . . . . . . . . . . .
Special Set up Procedures . . . . . . . . . . . . . . . . . . . . . .
CHAPTER 74 IGNITION
(TCM IGNITION SYSTEM)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL
Magneto l nstallation . . . . . . . . . . . . . . . . . . . . . . . . .
Harness Assembly Installation . . . . . . . . . . . . . . . . . . . .
IGNITION TROUBLESHOOTING . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL
Magneto installation . . . . . . . . . . . . . . . . . . . . . . . . .
Harness AssemMy Installation . . . . . . . . . . . . . . . . . . . .
tGNlTION TROUBLESHOOTING . . . . . . . . . . . . . . . . . . .
X February 1989
SECTION
PAGE
CHAPTER 75 AIR
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL
CHAPTER 76 ENGINE CONTROLS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL
CRUISE CONTROL BY PERFORMANCE CURVE . . . . . . . . . . . .
CRUISE CONTROL BY E.G.T . . . . . . . . . . . . . . . . . . . . . .
CHAPTER 77 ENGINE INDICATING
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL
OPERATING LIMITS . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . .
CHAPTER 78 EXHAUST
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL
EXHAUST SYSTEM (TSIO-520-T) . . . . . . . . . . . . . . . . . . .
EXHAUST SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . .
CHAPTER 79 OIL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL
APPROVED PRODUCTS . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . OIL SYSTEM TROUBLESHOOTING
CHAPTER 80 STARTING
. . . . . . . . . . . . . . . GENERAL
Prestarting . . . . . . . . . . . . . . .
Starting . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . Ground Warm-up
. . . . . . . . . . . . Pre-takeoff Check
. . . . . . . . . . . . . Flooded Engine
. . . . . . . . . Cold Weather Operation
. . . . . . . . . . . . . . . Preheating
. . . . . . . . . Hot Weather Operation
Ground Operating At High Altitude Airports .
CHAPTER 81 TURBINES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wastegates
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controllers
Turbocharger Lubrication System . . . . . . . . . . . . . . . . . . .
Turbocharging System TrouMeshooting . . . . . . . . . . . . . . . .
February 1989 xi
FIGURE NO .
LIST OF ILLUSTRATIONS
TITLE
Three Quarter Right Front View of the TS10520 Sandcast Series Engine
Three Quarter Left Rear View of the TS10520 Sandcast Series Engine . . .
Installation Drawing TS10520 Series Sandcast . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . Strap Wrench
Oil Filter Can Cutter . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Base Nut Wrench . . . . . . . . . . . . . . . . . . . . . .
Cylinder Base Nut Wrench Bonanza . . . . . . . . . . . . . . . . . .
Cylinder Base Nut Wrench . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . Piston Pin Removers
. . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder Hone
Crankshaft Blade and Dampener Bushing Removers/Replacers . . . . .
Holding Fixture Adapters . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . Universal Cylinder Holding Fiiure
. . . . . . . . . . . . . . . . . . . . . . . . . Valve Guide Cleaner
. . . . . . . . . . . . . . . . . . . . . . . . . . . Seal Seat Cutter
. . . . . . . . . . . . . . . . . . . . . . . . . . . Spring Checker
Valve Guide Removers . . . . . . . . . . . . . . . . . . . . . . . .
Valve Guide Replacers . . . . . . . . . . . . . . . . . . . . . . . .
Rocker Arm Bushing Remover Installer Set . . . . . . . . . . . . . . .
Piston Ring Compressors . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . Floating Holder
Valve Spring Compressor. . . . . . . . . . . . . . . . . . . . . . .
Push Rod Housing Spring Compressor . . . . . . . . . . . . . . . .
Flaring Tool Push Rod Housing . . . . . . . . . . . . . . . . . . . .
Valve Guide Remover . . . . . . . . . . . . . . . . . . . . . . . .
Valve Seat Insert Remover/Replacer . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . Valve Seat Installer
. . . . . . . . . . . . . . . . . . . . . . . . . . Common Parts Kit
. . . . . . . . . . . . . . . . . . . . . . Valve Guide to Seat Aligner
Valve Stem Hole Reamer . . . . . . . . . . . . . . . . . . . . . . .
Boring Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reamers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Expanding Guide Bodies . . . . . . . . . . . . . . . . . . . . . . .
Valve Seat Insert Cutters . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . ~os a@~t ud emo over
Connecting Rod Reaming and Alignment Checking Fi i ure . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . Adapter Kits
. . . . . . . . . . . . . . . . . . Reamers. Connecting Rod Bushing
universal Connecting Rod Bushing Removers & Installer Set . . . . . . .
Common Driie Handle & Pilots . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . Needle Bearing Installers
Hydraulic Crankshaft Dampener Bushing Remover/Replacer Sets . . . .
Counterweight Bushing Remover/lnstaller . . . . . . . . . . . . . . .
All Position Engine Stand . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . Torque Band Tension Adjuster
. . . . . . . . . . . . . . . . . . . . . . . Generator Drive Holders
Cylinder Heating Stand . . . . . . . . . . . . . . . . . . . . . . . .
Blind Needle Bearing Puller . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . Starter Clutch Shaft Bearing Pullers
Differential Pressure Gage . . . . . . . . . . . . . . . . . . . . . .
Differential Pressure Cylinder Checker . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . Belt Tension Gage
PAGE NO .
xii February 1989
FIGURE NO . TITLE PAGE NO .
Hydraulic Lifter Tester . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . Generator Tester
. . . . . . . . . . . . . . . . . . . . . . . . . Engine Timing Disc
. . . . . . . . . . . . . . . . . . . . . . . . . . . . Pulley Holder
Pulley Alignment Gauge Bar . . . . . . . . . . . . . . . . . . . . .
Crankcase Drill Flxture for Starter Clutch Adapter . . . . . . . . . . . .
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Pulley Puller . . . . . . . . . . . . . . . . . . . . . . . .
Bearing and Bushing Drill Flxture . . . . . . . . . . . . . . . . . . .
Spark Plug Insert Replacer . . . . . . . . . . . . . . . . . . . . . .
Thru Bolt Bore Step Cutters . . . . . . . . . . . . . . . . . . . . .
Spark Plug Insert Tap . . . . . . . . . . . . . . . . . . . . . . . .
Spark Plug Insert Remover . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . Slide Hammer
. . . . . . . . . . . . . . . . . . . . . . . . . . . Spark Plug Tap
. . . . . . . . . . . . . . . . . . . . . . ~osan@~ock h in^ installer
Stud Drivers 505 Series . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . Scavenge Pump Drill Fixture
Drill Fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crankcase Splitter Set . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . Propeller Shaft Oil Seal Installer
. . . . . . . . . . . . . . . . . . . . Oil Pressure Relief Spot Facers
Runout Block Set . . . . . . . . . . . . . . . . . . . . . . . . . .
Polishing Tools for Crankshaft Bearings 8087 Series . . . . . . . . . . .
Injector Nozzle Remover and Installer . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . Crankcase Thru-Bdt Removers
Hex Drive for Hex Tube Nuts . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . Rotobroach Cutter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pullers
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pullers
Pullers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pullers
. . . . . . . . . . . . . . . . . . . . . . . . . Outside Micrometers
Dial Bore Gages . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blade Micrometers . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . Screw Thread Micrometers 126, 226
Depth Micrometers . . . . . . . . . . . . . . . . . . . . . . . . .
Reamers. Rocker Shaft Support Boss . . . . . . . . . . . . . . . . .
Reamers. Rocker Arm & Shaft Bushing . . . . . . . . . . . . . . . .
Reamers. Valve Guide Boss . . . . . . . . . . . . . . . . . . . . .
Engine Appiication Chart for Valve Guide Stem Hde Reamers . . . . . .
Square Shank Reamers . . . . . . . . . . . . . . . . . . . . . . .
Valve Guide Stem Hde Plug Gauges . . . . . . . . . . . . . . . . .
Dial Thickness Gauge . . . . . . . . . . . . . . . . . . . . . . . .
Precision Vernier Calipers . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . Inside Measuring Instruments
. . . . . . . . . . . . . . . . . . Alternator. Voitage Regulator Tester
Alternator. Regulator. Battery Tester . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . Multiple Vdtage & Circuit Tester
. . . . . . . . . . . . . . . . . . . . . . . . Magneto Timing Light
Timing Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . Cold Cyiinder Tester
. . . . . . . . . . . . . . . . . . . . . . . . . . Hi-Voltage Tester
February 1989 xiii
FIGURE NO . TITLE PAGE NO .
Master Orifice Tool . . . . . . . . . . . . . . . . . . . . . . . . .
Alcor Portable Digital EGT Unit . . . . . . . . . . . . . . . . . . . .
Alcor Portable Digital CHT Unit . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . Lockwire Procedure
Permatex and Threading Procedure . . . . . . . . . . . . . . . . . .
Master Orifice Assembly Tod . . . . . . . . . . . . . . . . . . . . .
Cylinder Slatic Seal & Dynamic Seal . . . . . . . . . . . . . . . . . .
Differential Pressure Tester . . . . . . . . . . . . . . . . . . . . . .
Dynamic Seal Check . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . Crankshaft Numbering
. . . . . . . . . . . . . . . . . . . . . . . . . Gear Train Diagram
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Lifter . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressurized Magneto Installation . . . . . . . . . . . . . . . . . . .
Exploded View of Ignition System . . . . . . . . . . . . . . . . . . .
Fuel Injection System TSIO.520.C.G.H.M.P.R. T & AF . . . . . . . . . .
Fuel Injection System TSIO-520-AE . . . . . . . . . . . . . . . . . .
Fuel Injection System TSIO-520-CE . . . . . . . . . . . . . . . . . .
Magneto & Accessory Drives . . . . . . . . . . . . . . . . . . . . .
Induction System TSlO.520.C.G.H.M.P. R & AF . . . . . . . . . . . . .
Induction System TSIO.520.T . . . . . . . . . . . . . . . . . . . . .
Induction System L/TS10-520-AE . . . . . . . . . . . . . . . . . . .
Induction System TSIO-520-CE . . . . . . . . . . . . . . . . . . . .
Oil Sump TSI0.52O.C.G. M & T . . . . . . . . . . . . . . . . . . . .
Oil Sump TSIO.520.H.P.R.AE. AF & CE . . . . . . . . . . . . . . . . .
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter and Starter Drive Adapter TSIO.520.C.G.H.M.P. R & AF . . . . . .
. . . . . . . . . . . . . . . . . Starter Adapter TSIO.520.T. AE & CE
Oil Pump Assembly TSIO.520.C.G.H.M.P. R & AF . . . . . . . . . . . .
Oil Pump Assembly TSIO.520.T. . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . Oil Pump Assembly LPSIO-520-AE
Oil Pump Assembly TSIO-520-CE . . . . . . . . . . . . . . . . . . .
Cylinder and Piston Assembly (All Except L/fSIO.520.AE) . . . . . . . .
Cylinder and Piston Assembly LflSIO-520-AE . . . . . . . . . . . . .
Crankcase Assembly . . . . . . . . . . . . . . . . . . . . . . . . .
Camshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . .
Crankshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Assembly (TSIO.520.T) . . . . . . . . . . . . . . . . . . . .
Crankcase Stud Setting Heights . . . . . . . . . . . . . . . . . . . .
Installing Typical Helical Insert . . . . . . . . . . . . . . . . . . . .
Installing Spark Plug Hde Helical Insert . . . . . . . . . . . . . . . .
Expanding Spark Plug Hole Helical Insert . . . . . . . . . . . . . . .
Removing Spark Plug Hole Helical Insert . . . . . . . . . . . . . . . .
Valve. Rocker Bushing Dimensions . . . . . . . . . . . . . . . . . .
Cylinder Assembly Dimensions (Inclined Valve) . . . . . . . . . . . . .
Cylinder Assembly Dimensions (Straight Valve) . . . . . . . . . . . . .
Hydraulic Lifter . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . Connecting Rod and Bushing Dimensions
Ignition Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . Crankshaft Ultrasonic Inspection Procedure
Counterweight Bushing Diameter Check . . . . . * . . . . . . . . . .
Inspection Ring Side Clearance . . . . . . . . . . . . . . . . . . . .
Measuring Ring Gap in Cylinder . . . . . . . . . . . . . . . . . . . .
Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
X ~ V February 1989
FIGURE NO . TITLE PAGE NO .
Reverse Spark Plug Procedure . . . . . . . . . . . . . . . . . . . .
Slipjoint Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Segment Y" Band Clamp . . . . . . . . . . . . . . . . . . . .
Valve Spring Installation . . . . . . . . . . . . . . . . . . . . . . .
Fuel manifold Valve Fitting Locations for TSIO.520.CE . . . . . . . . . .
Fuel Manifold Valve Fi i ng Locations for TSIO.520.C.G.H.M.P.
R.T.AE&AF . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control Valve Fitting Locations . . . . . . . . . . . . . . . . . .
Fuel Pump Fitting Locations for TSIO-520-T . . . . . . . . . . . . . .
Fuel Pump Fitting Locations for TSIO.520.AE . . . . . . . . . . . . . .
Fuel Pump Fi i ng Locations for TS10.520.C.G.H.M.P.R.A. F & CE . . . . .
Air Throttle & Metering Assembly Fitting Location for TSIO-520-AE . . . .
Left Crankcase and Shafts Assembled on Stand. . . . . . . . . . . . .
Alignment of Timing Marks . . . . . . . . . . . . . . . . . . . . . .
Torquing Sequence . . . . . . . . . . . . . . . . . . . . . . . . .
Left Side of Complete Crankcase on Stand . . . . . . . . . . . . . . .
Installing No . 6 Cylinder . . . . . . . . . . . . . . . . . . . . . . .
Tightening Cylinder Base Nut . . . . . . . . . . . . . . . . . . . . .
Cylinder Flange Torque Sequence for Single Cylinder Installation . . . . .
Oil Pump. Fud Pump and Starter Adapter Installed . . . . . . . . . . .
Installing Pushrod Housing . . . . . . . . . . . . . . . . . . . . . .
Bottom View with Valve Mechanism and Oil Sump Suction Tube . . . . .
Position of Magneto Couplings . . . . . . . . . . . . . . . . . . . .
Ignition Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Flange Dimensions . . . . . . . . . . . . . . . . . . . . .
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . .
Coating lnsulationg Sleeve . . . . . . . . . . . . . . . . . . . . . .
installation of Elbow Clamp . . . . . . . . . . . . . . . . . . . . . .
Basic Turbocharger System . . . . . . . . . . . . . . . . . . . . .
Basic Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . .
Fi ed Orifice Wastegate . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Wastegate . . . . . . . . . . . . . . . . . . . . . . . . .
Absolute Pressure Contrdler . . . . . . . . . . . . . . . . . . . . .
Absolute Pressure Contrdler and Rate of Change Controller Combined . .
Rate of Change Contrdler . . . . . . . . . . . . . . . . . . . . . .
Ratio Controller . . . . . . . . . . . . . . . . . . . . . . . . . . .
Variable Absolute Pressure Controller . . . . . . . . . . . . . . . . .
Throttle Connection . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger lubrication System . . . . . . . . . . . . . . . . . . .
February 1989 XV
LlST OF CHARTS
FIGURE NO . n m PAGE NO .
Engine Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . 1-10-09
Special Tools Procurement Sources . . . . . . . . . . . . . . . . . . 1-20-02
Identification Code for Tods . . . . . . . . . . . . . . . . . . . . . 1-20-03
Special T d Index . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20-04
thru 07
Application Chart Sealants/lubdcants . . . . . . . . . . . . . . . . . 130-01
thru 05
wi nder Leakage Check . . . . . . . . . . . . . . . . . . . . . . . 70-50-06
Standard and Oversize Stud Identification . . . . . . . . . . . . . . . 72-20-06
Crankcase Stud Setting Heights . . . . . . . . . . . . . . . . . . . . 72-20-07
Miscellaneous Stud Setting Heights . . . . . . . . . . . . . . . . . . 72-20-08
Magnetic Particle Inspection . . . . . . . . . . . . . . . . . . . . . 72-30-04
Table of Limits Chart (1) . . . . . . . . . . . . . . . . . . . . . . . 72-30-09
Table of limits Chart (2) . . . . . . . . . . . . . . . . . . . . . . . 7230-1 0.
11. 12
. . . . . . . . . . . . . . . . . . . . . . Table of limits Chart (3) .72.30.13.14. 15
. . . . . . . . . . . . . . . . . . . . . . . Table of Limits Chart (4) 72-30-1 6.17
. . . . . . . . . . . . . . . . . . . . . . . Table of Limits Chart (5) 7240.18. 19
. . . . . . . . . . . . . . . . . . . . . Critical New Part Dimensions 7230.20. 21
Inspection Chart . . . . . . . . . . . . . . . . . . . . . . . . . . 72-40-1 1
thru 19
General Use . Tightening Torques . . . . . . . . . . . . . . . . . . . 72-50-03
Table of Tightening Torques . . . . . . . . . . . . . . . . . . . . . 72-50-04
Pipe Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-50-05
Hydraulic l i ne Fittings . . . . . . . . . . . . . . . . . . . . . . . . 72-50-05
Fuel Manifdd Valve Fitting Locations for TSIO.520.CE . . . . . . . . . . 72-50-1 1
Fuel Manifdd Valve Fi i ng Locations for TSI0.520.C.G.H.M.P.R. T
AE&AF 72-50-1 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Contrd Valve Fi i ng Locations . . . . . . . . . . . . . . . . . . 72-50-1 3
Fuel Pump Fitting locations for TSIO-520-1 . . . . . . . . . . . . . . 72-50-1 4
Fuel Pump Fi i ng Locations for TSIO.520dE . . . . . . . . . . . . . . 72-50-1 5
Fuel Pump Fitting Locations for TS10.520.C.G.H.M.P.R. AF & CE . . . . . 72-50-1 7
Crankcase Assembly Procedure . . . . . . . . . . . . . . . . . . . 72-60-05
Magneto-to-Engine Timing . . . . . . . . . . . . . . . . . . . . . . 72-60-1 6
Standard Acceptance Test . . . . . . . . . . . . . . . . . . . . . . 72-70-06
Oil Consumption Determination . . . . . . . . . . . . . . . . . . . . 72-70-07
. . . . . . . . . . . . . . . . . . . . . . . . Test Operating Limits 72.70438. 09
Fud System Pressure and Flow Value Charts . . . . . . . . . . . . . . 73-1 0-03
Fuel Injection System Troubleshooting Chart . . . . . . . . . . . . . . 73-1 0-04
Coupling Nut Torque Values . . . . . . . . . . . . . . . . . . . . . 74-00-05
Ignition Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . 7400-06
Coupling Nut Torque Values (Slick) . . . . . . . . . . . . . . . . . . 74-00-09
Ignition Troubleshooting (Slick) . . . . . . . . . . . . . . . . . . . . 7400-1 0
Performance Charts . . . . . . . . . . . . . . . . . . . . . . . . . 76-00-05
thru 65
Opemting Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 7 - l ~ i
thru 06
Engine Trouble Shooting 77-20-01 . . . . . . . . . . . . . . . . . . . . . . .
thru 06
xvi February 1989
FIGURE NO . TITLE PAGE NO .
78-20-00 Exhaust System Troubleshooting . . . . . . . . . . . . . . . . . . . 78-20-01
79-1 0-00 Approved Oil Products . . . . . . . . . . . . . . . . . . . . . . . . 79-10-01
79-20-00 Lubrication System Troubleshooting . . . . . . . . . . . . . . . . . . 79-20-01
81 -50-00 Turbocharging System Troubleshooting . . . . . . . . . . . . . . . . 81 -20-01
81 -50-00 Maximum Allowable Manifold Pressure vs . Altitude . . . . . . . . . . . 81 -20-02
February 1989 xvii
INTENTIONALLY
LEFT
BLANK
xviii February 1989
CHAPTER 1
INTRODUCTION
1-00-00 SCOPE
1-00-01 Related Publications
1-00-02 Service Bulletins
1-00-03 Service Reports And Inquiries
1-00-04 100% Replacement Parts
1-10-00 DEFINITIONS & ABBREVIATIONS
1-1 0-01 Abbreviations/Symbofs
1-1 0-02 Definitions
1-10-03 Description of Engine Model Code
1-10-04 Basic Design Feature
1-20-00 TOOLS
1-20-01 Special Tools
1-30-00 PRODUCTS
1-30-01 Product List
February 1989 1-00-01
l NTENTl ON ALLY
LEFT
BLANK
1-00-02 February 1989
1-00-00 SCOPE
Recommendations, cautions and warnings regarding overhaul of this engine are not intended to
impose undue restrictions, they are inserted to obtain maximum petformance from the engine
in accordance with safety and efficiency. Abuse, misuse, or neglect of any piece of equipment
can cause eventual failure. For an aircraft engine, it is obvious that a failure may have
disastrous consequences. Failure to observe the instructions contained in this manual
constitutes unauthorized operation in areas unexplored during development of the engine, or in
areas which experience has proved to be undesirable or detrimental.
NOTES, Cautions and Warnings are included throughout this manual. Application is as follows:
NOTE . . . Special interest information which may facilitate the operation of equipment.
GlUTION . . . Infomzation issued to emphasize certain instructions or to prevent possible
damage to engine or accessories.
WARNING . . . Information which, if disregarded, may result i n severe damage to or
destruction of the engine or endangerment to personnel.
1-00-01 RELATED PUBLICATIONS
A. Engine Manuals:
1. Maintenance and Overhaul Manual for TSIO-520 Sandcast Series Aircraft Engine,
Form X30575A.
2. Illustrated Parts Catalog for TSIO-520 Sandcast Series Aircraft Engine, Form
X30579A.
3. Teledyne Continental Motors Aircraft Engine Service Bulletins.
4. Fuel Injection Manual. Form X30593A.
5. Starter Service instructions Form X30592,
The above publications can be ordered through your Teledyne Continental Motors Distributor
or ordered directly, if prepaid, from:
Teledyne Continental Motors
Aircraft Products
P. 0. Box 90
Mobile, AL 36601
Attn: Publications Department
February 1989 1-00-03
B. Accessory Manuals:
1. Magnetos Service Manual
Teledyne Continental Motors
Aircraft Products Divsion
P.O. Box 90
Mobile, AL 36601
Attn: Publications Department
Service Manual
Slick Electro Inc.
530 Blackhawk Park Avenue
Rockford, Illinois 61 100
2. Alternator Alternator Service Instructions
Form X30531-2
Teledyne Continental Motors
Aircraft Products Divsion
P.O. Box 90
Mobile, AL 36601
Attn: Publications Department
3. Starter Teledyne Continental Motors
Aircraft Products Division
P.O. Box 90
Mobile, A 1 36601
Attn: Publications Department
1-00-02 BULLETINS. Bulletins that are issued to Distributors and subscribers from Teledyne Con-
tinental Motors are divided into three separate groups: (1) Customer Infonation Bulletins; (2)
Service Bulletins and (3) Mandatory Service Bulletins.
(I)
Customer information Bulletins are published to help provide the latest information on
TCM marketing procedures, policies and product information.
(2) Service Bulletins provide current information related to service, maintenance and
technical support of the product.
(3)
Mandatory Service Bulletins are issued with required compliance information that may
affect safety of flight.
These bulletins are also available to owners, operations or maintenance personnel on an annual
subscription basis.
1-00-03 SERVICE REPORTS AND INQUIRIES. If for any reason you have an inquiry or require
technical assistance beyond the scope of your service facility, contact your local TCM
distributor or TCM field representative. Requests for copies of Teledyne Continental Aircraft
Engine Service publications should be made through your distributor or Teledyne Continental
Motors, Aircraft Products Division, P.O. Box 90, Mobile, AL 36603, Attn: Publications Dept.
1-00-04 February 1989
1-00-04 100% REPLACEMENT PARTS.
It is recommended that the following parts be replaced 100 percent during the major overhaul
of any Teledyne Continental Motors' aircraft engine regardless of conditions.
Hydraulic Lifters
Rubber Hoses
Oil Seals
Gaskets and Packings
Circlips, Lock Plates & Retaining Rings
Piston Rings
Valve Keepers
Bearings- Main and Rod
Rubber Drive Bushings
Exhaust Valves
Piston Pins
Rotocoils
Needle Bearings
Woodruff Keys
Rocker Arm & Conn. Rod Busings
All Nuts - Self-locking
Cotter Pins
Pistons
Springs - Oil Pressure
Thrust Washers
Generator Belts
Spring - Starter Clutch
Harnesses
Oil Suction Screens with Small Openings
Spark Plugs
Washers - locking
Washers - Plain
Exhaust Clamps, Turbo to Tailpipe
Counteweight Bushings
Intake Guide Seals
All 10-346,lO-360, LTSIO/
TS10-360,0-470,10470
TS10-470, GIO-470,IO-520
GTSIO-520, LTSIO/TSIO-520
and 6-285 Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All Models
All TSlO Models
All Models
All Models
Special Note:
If for any reason lifters are removed for inspection before the overhaul period has been
reached, they must be placed back in the same location from which they were removed.
CRANKCASES ALL MODELS
Re-assembly with configuration as per Service Bulletin M77-14 Rev. 1 and M83-10 Rev. 1 at
the time major overhaul is recommended.
February 1989 1-00-05
INTENTIONALLY
LEFT
BLANK
1-00-06 February 1989
1-10-00 DEFINITIONS AND ABBREVIATIONS
TERM
A.B.C.
ADMP
Approx.
A.T.C.
Bar.
B.B.C.
B.H.P.
BSFC
B.T.C.
FAA
C.A.R.
C.G.
c.f.m.
C.H.T.
ccw
cw
0
OF
EGT
Fig.
Front
ft .
F.T.
FT-LBS
G.P.M.
gms
Hex
H20
Hg-
hr.
I.D.
IN-LBS
in. (")
Left Side
Lbs.
Lockwire
1 o o u
Man.
Max.
Min.
30'
N.P.T.
N.C.
N.F.
NRP
OAT
O.D.
02.
Press.
EXPLANATION
After Bottom Center
Absolute Dry Manifold Pressure
Approximately
After Top Center
Barometric
Before Bottom Center
Brake Horsepower
Brake Specific Fuel Consumption
Before Top Center
Federal Aviation Administration
Civil Air Regulations
Center of Gravity
Cubic Feet Per Minute
Cylinder Head Temperature
Counterclockwise Rotation
Clockwise Rotation
Degrees of Angle
Degrees Fahrenheit
Exhaust Gas Temperature
Figure (Illustration)
Propeller End of Engine
Foot or Feet
Full Throttle
Foot Pounds Torque
Gallons Per Minute
Grams
Hexagon
Water
Mercury
Hour
Inside Diameter
Inch Pounds Torque
Inches
Side on which No's 2,4 and 6 cylinders are
located. (Rear to Front)
Pounds
Stainless steel wire used to safety connections, etc.
100 Octane Low Lead Fuel
Manifold Manometer
Maximum
Minimum
Thirty minutes of angle (60' equal one degree)
National Pipe Thread (Tapered)
National Course (Thread)
National Fine (Thread)
Normal Rated Power
Outside Air Temperature
Outside Diameter
Ounce
Pressure
February 1989 1-10-01
p.s.i.
PSlA
PSlG
PPH
Rear
Rec.
Right Side
R.P.M.
Std.
TBO
T.D.C.
T.I.T.
Torque
Pounds Per Square lnch
Pounds Per Square Inch Absolute
Pounds Per Square lnch Gauge
Pounds Per Hour
Accessory End of Engine
Recommended
Side on which No's 1, 3 and 5 cylinders are
located. (Rear to Front)
Revolutions Per Minute
Standard
Time Between Overhaul
Top Dead Center
Turbine Inlet Temperature
Force x lever arm (1 25 ft.-lbs. torque = 125 Ibs.
Force applied one ft. from bolt center or 62-1 /2 Ibs.
applied 2 ft. from center), etc.
1-1 0-02 DEFINITIONS
ADMP Absolute dry manifold pressure, is used in establishing a baseline standard of engine per-
formance. Manifold pressure is the absolute pressure in the intake manifold; measured in
inches of mercury.
Ambient A term used to denote a condition of surrounding atmosphere at a particular time. For
example; Ambient Temperature or Ambient Pressure.
BHP Brake Horsepower. The power actually delivered to the engine propeller shaft. It is called
brake horsepower because it was formerly measured by applying a brake to the power shaft of
an engine. The required effort to brake the engine could be converted to horsepower -hence:
"brake horsepower".
BSFC Brake Specific Fuel Consumption. Fuel consumption stated in pounds per hour per brake
horsepower. For example, an engine developing 300 horsepower while burning 150 pounds of
fuel per hour, has a BSFC of .5.
Fuel Consum~tion in PPH
Brake Horsepower
Cavitation
Cold Soaking
Corrosion
Critical Altitude
Density Altitude
Formation of partial vacuums in a flowing liquid as a result of the
separation of its parts.
Prolonged exposure of an object to cold temperatures so that its
temperature throughout approaches that of ambient.
Deterioration of a metal surface usually caused by oxidation of the
metal.
The maximum altitude at which a component can operate at 100%
capacity. For example, an engine with a critical altitude of 16,000 feet
cannot produce 100% of its rated rnainfold pressure above 16,000 feet.
Altitude as determined by pressure altitude and existing ambient
temperature. In Standard Atmosphere (IAS) density and pressure
altitudes are equal. For a given pressure altitude, the higher the
temperature, the higher the density altitude.
1-1 0-02 February 1989
Dynamic Condition
E.G.T.
Exhaust Back Pressure
Four Cycle
Fuel Injection
Gallery
Galling or Scuffing
Humidity
Hydrostatic Lock
Impulse Coupling
Lean Limit Mixture
I Major Overhaul
Manifold Pressure
Mixture
A term referring to properties of a body in motion.
Exhaust Gas Temperature. Measurement of this gas temperature is
sometimes used as an aid to fuel management.
Opposition to the flow of exhaust gas, primarily caused by the size and
shape of the exhaust system. Atmospheric pressure also affects back
pressure.
Short for "Four Stroke Cycle." It refers to the four strokes of the
piston in completing a cycle of engine operation (Intake, Compression,
Power and Exhaust).
A process of metering fuel into an engine by means other than a
carburetor.
A passageway in the engine or subcomponent. Generaily one through
which oil is flowed.
Excessive friction between two metal surfaces resulting in particles of
the softer metal being torn away and literally welded to the harder
metal.
Moisture in the atmosphere. Relative humidity, expressed in percent, is
the amount of moisture (water vapor) in the air compared with the
maximum amount of moisture the air could contain at a given temper-
ature.
Inability or restriction of piston rotation at TDC due to fluid accum-
ulation in excess of combustion chamber displacement.
A mechanical device used in some magnetos to retard the ignition
timing and provide higher voltage at cranking speeds for staring.
The leanest mixture approved for any given power condition. It is not
necessarily the leanest mixture at which the engine will continue to
operate.
Per FAA AC43-11 consists of the complete disassembly of an engine,
inspected, repaired as necessary, reassembled, tested, and approved for
return to service within the fas and limits specified by the manufac-
turer's overhaul data. This could be to new fits or limits or serviceable
limits. The determination as to what Ws and limits are used during an
engine overhaul should be clearly understood by the engine owner at
the time the engine is presented for overhaul. The owner should also be
aware of any parts that are replaced, regardless of condition, as a
result of manufacturer's overhaul data, service bulletin, or an aitw-
orthiness directive.
Pressure as measured in the intake manifold down-stream of the air
throttle. Usually measured in inches of mercury.
Mixture ratio. The proportion of fuel to air used for combustion.
February 1989 1-1 0-03
Naturally Aspirated
(Engine)
Octane Number
Oil Temperature Control
Valve
Overboost Valves
Overhead Valves
Performance Rating
Permold
Pressure Altitude
Propeller Load Curve
Propeller Pitch
PSlA
Ram
Rated Power
Retarded Breaker
Rich Limit
Rocker Arm
A term used to describe an engine which obtains induction air by
drawing it directly from the atmosphere into the cylinder. A non-
supercharged engine.
A rating which describes relative anti-knock (detonation) characteristics
of fuel. Fuels with greater detonation resistance than 100 octane are
given performance ratings.
A thermostatic valve used to divert oil through or around the oil
cooler, as necessary, to maintain oil temperature within desired limits
(ref. vernatherm valve).
A pressure relief valve, set slightly in excess of maximum deck
pressure, to prevent damaging overboost in the event of a system
malfunction.
An engine configuration in which the valves are located in the cylinder
head itself.
A rating system used to describe the ability of fuel to withstand heat
and pressure of combustion as compared with 100 octane fuel. For
example, an engine with high compression and high temperature needs a
higher Performance Rated fuel than a low compression engine. A rating
of 100/130 denotes performance characteristics of lean (100) and rich
(1 30) mixtures respectively.
A term used to describe a process by which a crankcase is made. An
engine with a perrnold crankcase has a front, right-hand mounted, gear
driven alternator.
Altitude, usually expressed in feet, (using absolute static pressure as a
reference) equivalent to altitude above the standard sea level reference
plan (29.92" Hg. Standard).
A plot of horsepower, versus RPM, depicting the power absorption
characteristics of a f i pitch propeller.
The angle between the mean chord of the propeller and the plane of
rotation.
The absolute thermodynamic pressure measured by the number of pounds
- force exerted on an area of one square inch.
Increased air pressure due to forward speed.
The maximum horsepower at which an engine is approved for operation.
A device used in magnetos to delay ignition during cranking. It is used
to facilitate starting.
The richest fuellair ratio permitted for a given power condition. It is
not necessarily the richest condition at which the engine will run.
A mechanical device used to transfer motion from the pushrod to the
valve.
1-1 0-04 February 1989
Run Out
Sandcast
Scavenge Pump
Sonic Venturi
Standard Day
Static Condition
Sump
T.D.C.
Thermal Efficiency
T.1.T
Torque
Turbocharger
Turbo Supercharged
(engine)
Vapor Lock
Variable Pressure
Controller
Eccentricity or wobble of a rotating part.
A term used to described a process by which a crankcase is made. An
engine with a sandcast crankcase has belt driven alternator mounted on
the left rear accessory case and a front, right-hand mounted oil cooler.
A pump (especially an oil pump) to prevent accumulation of liquid in
some particular area.
A restriction, especially in cabin pressurization systems, to limit the
flow of air through a duct.
By general acceptance, a condition of the atmosphere wherein specific
amounts of temperature, pressure, humidity, etc. exist.
A term referring to properties of a body at rest.
The lowest part of a system. The main oil sump on a wet sump engine
contains the oil supply.
Top Dead Center. The position in which the piston has reached the top
of its travel. A line drawn between the crankshaft rotational pi s,
through the connecting rod end axis and the piston pin center would be-
straight line. Ignition and valve timing are stated in terms of degrees
before or after TDC.
Regarding engines, the percent of total heat generated which is
converted into useful power.
Turbine Inlet Temperature. The measurement of E.G.T. at the turbo-
charger turbine inlet.
Twisting moment, or leverage, stated in pounds - foot (or pounds-
inch).
A device used to supply increased amounts of air to an engine in-
duction system. In operation, a turbine is driven by engine exhaust gas.
In turn, the turbine directly drives a compressor which pumps air into
the engine intake.
A term used to describe an engine which obtains induction air by
drawing it directly from the atmosphere into the Turbocharger Com-
pression Inlet, compressing the air and routing it to the pressurized
induction system.
A condition in which the proper flow of a liquid through a system is
disturbed by the formation of vapor. Any liquid will turn to vapor if
heated sufficiently. The amount of heat required for vaporization will
depend on the pressure exerted on the liquid.
A device used to control the speed, and thus the output of the
turbocharger. It does so by operating the wastegate which diverts, more
or less, exhaust gas over the turbine.
February 1989 1-10-05
Vernatherm Valve
Viscosity
Volatility
Volumetric Efficiency
Wastegate Valve
A thermostatic valve used to divert oil through or around the oil
cooler, as necessary, to maintain oil temperature within desired limits.
The characteristic of a liquid to resist flowing. Regarding oil, high
viscosity refers to thicker or "heavier" oil while low viscosity oil is
thinner. Relative viscosity is indicated by the specified "weight" of the
oil such as 30 "weight" or 50 "weight". Some oils are specified as
multiple-viscosity such as 10W30. In such cases, this oil is more stable
and resists the tendency to thin when heated or thicken when it
becomes cold.
The tendency of a liquid to vaporize.
The ability of an engine to fill its cylinders with air compared to their
capacity for air under static conditions. A "naturally aspiratedu engine
will always have a volumetric efficiency of slightly less than 100%,
whereas superchargers permit volumetric efficiencies in excess of 100%.
A unit, used on turbocharged engines, to divert exhaust gas through or
around the turbine, as necessary to maintain turbine speed. As more air
is demanded by the engine, due to throttle operation, the compressor
must work harder. In order to maintain compressor and turbine speeds,
more exhaust must be flowed through the turbine. The wastegate valve
closes and causes gas, which would go directly overboard, to pass
through the turbine. The wastegate is usually operated by an actuator
which gets necessary signals from the turbocharger controller.
DEFINITION OF TERMS
Front, rear, left and right, as used in this manual, refer to the engine as viewed by the
mechanic in a normal position, facing the accessory end. Accessory end being the rear and
propeller flange being the front of the engine. Cylinders are numbered starting from the rear,
with odd numbers on the right and even numbers on the left.
1-10-03 DESCRIPTION OF ENGINE MODEL CODE
DETalLED ENGINE DESCRIPTION
Example:
TS,I 0- 5i 0c, E~
Prefii Specification Number
TS- Turbosupercharged Refer to specification Manual
X30508A for information.
I- Fuel Injection
I S u f f M
0- Horizontally Opposed
Cylinder Configuration
Displacement
The CE Letter Identifies
The Model of Engine
520 Cubic Inch Cylinder
Volume Displacement
1-1 0-06 February 1989
1-10-04 BASIC ~ESI GN FEATURE
The TS10-520 Series engines are air cooled, having six horizontally opposed overhead inclined
valve or straight valve cylinders. The cylinder displacement of 520 cubic inches is achieved
with a 5.25 inch bore and a 4.00 inch stroke. The TSIO-520 engines are turbosupercharged and
have a 7.5 to 1 compression ratio. The TSIO-520 series is fuel injected with an updraft
runner induction system. The crankshaft is equipped with pendulum type counterweight
dampers that suppress torsional vibrations.
The TSIO-520 engines have a doweled six bolt hole configuration propeller flange. A mounting
pad is provided to utilize a hydraulic controlled governor for the constant speed propeller.
The TSIO-520 series engines are of a wet sump design with a positive displacement oil pump
installed on the lower rear portion of the crankcase. The desired oil pressure is maintained by
a pressure relief valve located in the oil pump housing. Engine cranking is accomplished by a
geared right angle drive starter adapter and a direct current starter motor.
The oil cooler is installed on the right front side of the crankcase forward of the No. 5
cylinder. The engine is equipped with two gear driven magnetos. The exhaust system may or
may not be supplied with the engine by the engine manufacturer depending on the particular
engine model.
February 1989 1-1 0-07
J
THREE-QUARTER RIGHT FRONT VIEW OF THE TSIO-520 SANDCAST SERIES ENGINE.
THREE-QUARTER LEFT REAR VIEW OF THE TSIO-520 SANDCAST SERIES ENGINE.
1-1 0-08 February 1989
INSTALLATION DRAWING TSIO-520-SERIES SANDCAST.
February 1989 1-10-09
MODEL
TS 10-520
C
G
H
M
P
R
T
AF
L/T AE
CE
H
-
-
-
-
-
-
-
-
7.64
-
G
-
-
-
-
-
-
-
-
8.15
-
I
-
-
-
-
-
-
-
-
14.00
-
A
40.91
40.91
40.91
40.91
40.91
40.91
38.20
40.91
41 .OO
41 .OO
DIMENSIONS
E
8.20
8.20
8.20
8.20
8.20
8.20
8.20
8.20
-
8.20
B
33.56
33.56
33.56
33.56
33.56
33.56
33.56
33.56
33.29
34.00
F
17.10
17.10
17.10
17.10
17.10
17.10
17.10
17.10
-
17.10
C
20.04
20.04
23.54
20.04
20.04
20.04
28.67
26.60
21.12
25.00
D
7.62
7.62
7.62
7.62
7.62
7.62
7.62
7.62
-
7.62
INTENTIONALLY
LEFT
BLANK
1-10-10 February 1989
t
1-20-00
The mechanic should be equipped with a complete set of common tods to indude the minimum
of:
1. Wrenches - 1 14" thru 1 "
2. Common and Philister Head Screwdrivers
3. Pliers - Common Diagonal Cutters, Needle Nose, Duck Bill, Vise Grip, Snap Ring.
4. Ratchets 1 /4", 3/8', 1/2" Drive
5. Sockets - 1/4" Drive 5/32" thru 1/2" - 318" Drive 318" thru 1" - 1/2" Drive 7/16"
thru 1-1 14"
6. Sockets (Deepwell) - 1/2" Drive 7/16" thru 1"
7. Feeler Gages
8. Leather Mallet
9. Torque Wrenches* (Calibrated) - 0-500 In. Lbs. - 0-1 00 Ft. Lbs.
10. Micrometers* (Calibrated)
* Must be currently calibrated, and the calibration must be traceable to the National Bureau
of Standards.
1-204 1 SPECIAL TOOLS
Specific tods illustrated or similar tods marketed by other manufacturers are necessary for
setvice and maintenance of the aircraft engine. Tod llustrations shown on the following pages
are used with the permission of the respective manufacturers.
Illustrations in this section show only the general appearance of tods and do not correspond
to the actual size or shape. Details of special tods, fixtures, equipment and consumable
materials appropriate to overhaul procedures are listed in the various chapters and subsystems
of this manual; the following information is primarily for procurement purposes.
The following special tools are for All the Teledyne Continental Engines for the purpose of
convenience. To determine which tods are needed for your particular engine, refer to "Special
Tool Index".
SPECIAL TOOLS
PROCUREMENT SOURCES
COMPANY
GENERAL PRODUCT
SUMMARY
ALCOR
Box 3251 6
101 30 Jones Maltsberger Rd.
San Antonio, TX 78284
51 2/349-3771
lnstruments for
Light Powered Aircraft
Special Tools
BORROUGHS TOOL AND EQUIP. CORP.
2429 N. Burdick St.
Kalamazoo, MI 49007-1 897
61 6/345-5163 or 345-2700
Precision lnstruments
Measuring lnstruments
Precision Tools
Special Tools
CHAMPION SPARK PLUG, CO.
Box 91 0,900 Upton Ave.
Toledo, OH 43661
41 9/535-2461
Spark Plugs, Ignitors
Oil Filters
Special Tools
EASTERN ELECTRONICS, INC.
180 Roberts St.
East Hartford, CT 061 08
203/528-9821
Fuel Pressure Test Equipment
Measuring lnstruments
Precision Tools
Piston Position Indicators
Printed and Standard Circuits
- -- -
FEDERAL TOOL SUPPLY CO., INC.
10631 Capital Precision Inspection
Oak Park, Michigan 48237 Instruments
800/521-1508 TOU FREE Special Tools
or 31 3/543-9300
OTC TOOLS & EQUIPMENT
Division of Owatonna Tool Company
Owatonna, Minnesota 55060
507/451-53 1 0
Precision Tools
Special Tools
Hydraulic Accessories
McMASTER-CARR SUPPLY CO.
P.O. Box 4355
Chicago, Illinois 60680
31 2/833-0300
Precision Tools
Special Tools
SNAP ON TOOLS
261 1 Commerce Blvd.
Birmingham, Alabama 35210
205/956-1722
Precision Tools
Special Tools
Kell-Strom Tool Company, Inc.
214 Church St.
Wethersfield, CT 061 09
Ignition Test
Equipment
1-20-02 February 1989
- NOTICE -
All tools referenced under Sub-section 1-20-01 Special Tools, are for reference only, not for the purpose
of promoting or suggesting tools to be purchased from the indicated sources.
IDENTIFICATION CODE FOR TOOLS
CODE SUPPLIER
(ALR)
(BTC)
(CSPC)
(EEI)
(FTSC)
(OTC)
(MCSC)
(SOT)
ALCOR, INC.
BORROUGHS TOOL AND EQUIPMENT CORP.
CHAMPION SPARK PLUG, CO.
EASTERN ELECTRONICS, INC.
FEDERAL TOOL SUPPLY CO., INC.
OTC TOOLS 81 EQUIPMENT CO.
McMASTER-CARR SUPPLY CO.
SNAP ON TOOLS
(KTC) = KELL-STROM TOOL COMPANY INC.
CODE
-- -
Numbers referenced in the left-hand bottom comer of each picture correspond to the
@
numbers located in the Special Tool Index.
WARNING . . . Whenever using test equipment, keep equipment and personnel clear of prop area.
February 1989 1-20-03
SPECIAL TOOLS
Item & Nomenclature Application Vendor
Strap Wrench
Strap Wrench
Strap Wrench
Oil Filter Can Cutter
Cylinder Base Nut Wrenches
Cylinder Base Nut Wrenches
Piston Pin Removers
Cylinder Hone
Holding Fixture Adapters
Crankshaft Blade and
Damper Bushing Remover/
Replacer
Crankshaft Blade and
Damper Bushing Remover/
Replacer
Crankshaft Blade and
Damper Bushing Remover/
Replacer
Crankshaft Blade and
Damper Bushing Remover/
Replacer
Crankshaft Blade and
Damper Bushing Remover/
Replacer
Holding Fixture Adapters
Holding Fixture
Valve Guide Cleaner
Seal Seat Cutter
Spring Checker
Valve Guide Remover
Valve Guide Remover
Valve Guide Replacer
Valve Guide Replacer
Valve Guide Replacer
Rocker Arm Bushing
Remover/lnstaller
Ring Compressor
Ring Compressor
Ring Compressor
Ring Compressor
Ring Compressor
Ring Compressor
Ring Compressor
Ring Compressor
Floating Holder
Valve Spring Compressor
Push Rod Spring Compressor
Flaring Tool Push Rod Hsg.
Valve Guide Remover
Valve Seat Insert R&R
Oil Filter Removal 3" to 3 3/8"
Oil Filter Removal 3 112" to 3 718"
Oil Filter Removal 4 1 /8" to 4 7/16"
Oil Filter Sludge lnspection
Cylinder Removal
Cylinder Removal
Piston Removal
Cyfinder Reconditioning
Cylinder Hold Down
Crankshaft Recondintioning
SOT
SOT
SOT
CSPC
BTC
BTC
BTC
SOT
BTC
SOT
Crankshaft Reconditioning BTC
Crankshaft Reconditioning BTC
Crankshaft Reconditioning BTC
Crankshaft Reconditioning BTC
Cylinder Hold Down
Cylinder Hold Down
Cylinder Reconditioning
Cylinder Reconditioning
Spring lnspection
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Recondiioning
Cylinder Reconditioning
Rocker Arm Reconditioning
Engine Assembly
Engine Assembly
Engine Assembly
Engine Assembly
Engine Assembly
Engine Assembly
Engine Assembly
Engine Assembly
Cylinder Reconditioning
Cylinder Assembly/Disassembly
Push Rod Housing Installation/Removal
Push Rod Housing Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
1-20-04 February 1989
Item & Nomenclature
Part Number
4910
4956
81 16
81 1 6-24
thru 29
81 16-1 R
thru 15R
81 16-1 B
thru 15B
81 16-1
thru 16
4909
4954
4985
5224
5225
81 35
81 36
81 38
2769A13
8111A
8042C
874-40,41
5008,8071
8098
81 22A
81 39,40,41
23-1
8053
8077A&B
8077C
81 04
7726
4973
81 56
8093C
8093D
5210
725 1
BT-33-73F
lnstaller Valve Seat lnsert
lnstaller Valve Seat lnsert
Common Parts Ki
Valve Stem Hole Reamers
Reamers
Boring Bars
Expanding Guide Bodies
Valve Seat (Straight Side)
lnsert Cutters
Valve Seat (Straight Side)
lnsert Cutters
Valve Seat (Straight Side)
lnsert Cutters
Valve Seat (Straight Side)
lnsert Cutters
Valve Seat (Straight Side)
lnsert Cutters
Valve Seat (Step Side)
lnsert Cutters
Valve Seat (Step Side)
lnsert Cutters
Valve Seat (Step Side)
lnsert Cutters
~ o s a n ~ Stud Remover
Connecting Rod Fiiure
Adapter Kit
Reamers Conrod Bushing
Reamers Conrod Bushing
Remover/lnstaller Set
Connecting Rod Bushing
Common Drive Handle
Pilots
Needle Bearing lnstaller
Needle Bearing lnstaller
Bushing R/R Set
Bushing R/R Counterweight
Engine Stand
Tork Band Tension Adjuster
Generator Drive Holders
Cylinder Heating Stand
Bearing Puller
Bearing Puller
Differential Pressure Gauge
Diierential Pressure
Cylinder Checker
Belt Tension Gauge
Application Vendor
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Stud Remover
Connecting Rod Inspection
Connecting Rod Inspection
Connecting Rod Reconditioning
Connecting Rod Reconditioning
Connecting Rod Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Needle Bearing Replacement
Needle Bearing Replacement
Crankshaft Reconditioning
Crankshaft Reconditioning
Engine Assembly/Disassembly
Generator/Alternator Belt Tensioning
Generator/Alternator Disassembly
Cylinder Reconditioning
Bearing Removal Starter Clutch Shaft
Bearing Removal Starter Clutch Shaft
Setting Differential Fuel Pressure
Checking Cylinder Compression
Alternator/Generator Belt Adjustment
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
MCSC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
February 1989 1-20-05
Item & Nomenclature Application Vendor
Part Number
Hydraulic Valve Li er
Tester
GEN/ALT Tester
Timing Disc
Pulley Holder
Alignment Gage Bar
Crankcase Drill Fixture
Vacuum Pump
Pulley Puller
Drill Fixture
Spark Plug lnsert Replacer
Step Cutter Thru-Bolt
Step Cutter Thru-Bolt
Spark Plug lnsert Tap
Spark Plug lnsert Remover
Slide Hammer
Spark Plug Tap
~ o s a n ~ Lock Ring Installer
Stud Drivers
Scavenge Pump Drill Fixture
Drill Fixture
Crankcase Spitter
Propeller Shaft Oil Seal
lnstaller
Oil Pressure Relief Spot
Facer
Oil Pressure Relief Spot
Facer
Runout Block Set
Polishing Tools for Crank-
shaft Bearings
lnjector Nozzle Remover
and Installer
Crankcase thru Bolt Removers
Hex Drive
Rotabroach Cutters
Puller
Puller
Puller
Puller
Puller
Puller
Puller
Outside Micrometers
Dial Bore Gages
Blade Micrometers
Screw Thread Micrometers
Screw Thread Micrometers
Depth Micrometers
Hydraulic Lifter Testing
Checking GEN/ALT Output
Setting Engine Timing
Sheave Removal
Checking Comp & Driver Sheave
Alignment
Crankcase Modification
Vacuum Testing
GEN/ALT Sheave Removal
Journal Bearing Modification
Cylinder Reconditioning
Crankcase Modification
Crankcase Modification
Cylinder Reconditioning
Cylinder Reconditioning
Multi Use
Cylinder Reconditioning
Stud Installation
Stud lnstallation
Crankcase Modification
Crankcase Squirt Nozzle Replaceme
Crankcase Separation
Installation of seal over Propflange
Removal of surface Material around
holes
Removal of surface Material around
holes
Crankshaft lnspection
Crankshaft Reconditioning
Injector Removal & Replacement
Engine Disassembly
Loosening Tubing "B* Nuts
Hole Cutting
Removal of Press Fit Parts
Removal of Press Fit Parts
Removal of Press Fit Parts
Removal of Press Fi Parts
Removal of Press Fii Parts
Removal of Press Fit Parts
Removal of Press Fit Parts
Dimensional lnspection
Dimensional lnspection
Dimensional lnspection
Dimensional lnspection
Dimensional lnspection
Dimensional lnspection
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
!nt BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
OTC
OTC
OTC
OTC
OTC
OTC
OTC
Frsc
Frsc
FTSC
FTSC
FTSC
FTSC
1-20-06 February 7 989
Item & Nomenclature
Part Number
4903-1
thru -5
4905
51 29-1
thru -5
51 30
7232
491 4-1 HS
thru 5HS
4943-1 HS
thru 5HS
2847-2Cp
491 3-1 CP
3606-CP
2847-1 Cp
2847-2HP
491 3-1 HP
3606-HP
28471 HP
2684
2686
2689
2693
41 04
2848-1
2848-2
361 5
7308
52.030-006
600R-30
647
El 00
Model 29
11-9110-1
Model E25
Model El 0
Model E5
646953
85328
85329
Reamers Rocker Shaft
Support Boss
Reamers Rocker Arm &
Shaft Bushing
Reamers (Straight Valve
Cylinder)
Reamer Rocker Shaft
Bushing
Reamer Rocker Arm
Bushing
Reamers Valve Guide Boss
Reamers Valve Guide Boss
Reamer (Carbide Tipped)
Reamer (Carbide Tipped)
Reamer (Carbide Tipped)
Reamer (Carbide Tipped)
Reamer (High Speed Steel)
Reamer (High Speed Steel)
Reamer (High Speed Steel)
Reamer (High Speed Steel)
Reamer (Square Shank)
Reamer (Square Shank)
Reamer (Square Shank)
Reamer (Square Shank)
Reamer (Square Shank)
Plug Gage
Plug Gage
Plug Gage
Dial Thickness Gage
Precision Vernier Calipers
Inside Measuring Instrument
Alternator Analyzer Voltage
Regulator Tester
Alternator/Regulator/
Battery Tester
Voltage & Circuit Tester
Magneto Timing Light
Timing Indicator
Cold Cylinder Tester
Hi-Voltage Tester
Master Orifice Tool
Alcor Portable Digital EGT
Unit
Alcor Portable Digital CHT
Unit
Application Vendor
Cylinder Reconditioning
Rocker Arm Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Rocker Arm Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Valve Guide lnspection
Valve Guide lnspection
Valve Guide lnspection
Dimensional lnspection
Dimensional lnspection
Dimensional lnspection
Charging System Test
Charging System Test
Electrical System Test
Set Engine Timing
Set Engine Timing
Cylinder Firing Improperly
Test Ignition Cable Continuity
Cylinder Compression Test
Engine Test
Engine Test
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
Frsc
FTSC
Frsc
EEI
EEI
EEI
KTC
EEI
EEI
KTC
BTC
AI R
ALR
February 1989 1-20-07
Strap Wrench
Oil Filter Can Cutt
0
a. Insert threaded adader in female threads of
filter, or screw roiating bushing on male
threads of filter.
For removal of oil filter, spring steel band
surrounds and tightens as the handle is pulled. b. Slightly tighten cutter blade against filter
Vinyl gripped handle swivels to clear obstruc- and rotate 360~. Repeat operation until
tions. mounting plate section separates.
GA333 for 3" to 3-3/8" Dia. Filters c. Li i mounting plate to expose complete
GA340 for 3-1 /2" to 3-7/8" Dia. Filters filter media for inspection.
YA 341 for 4-1 / 8 to 4-7/16" Dia. Filters
Oil Filter
Sludge lnspection
lnspection of engine sludge trapped in spin-on
oil filters has been a recommended practice for
many years. Licensed aircraft mechanics recog-
nize the value of visual inspection to aid in
determining if internal engine wear or malfunc-
tion has occurred, and to inspect for metal or
other contaminates within the engine oil system.
Use of the Champion CT-470 Oil Filter Can
Cutter eases the opening of spin-on filters
without introclucing foreign material into the
filter.
Following is the recommended procedure for
inspection of full flow oil filters:
3) Using a clean plastic bucket containing
approximately 1 pt. clean varsol, swish
filter element around in the varsol to
loosen entrapped metal or other
contaminant.
4) Using a clean magnet, work it around in
the varsol solution. Ferrous metal particles
in the solution should adhere to the magnet
for inspection.
1)
Remove filter from the engine and place on 5) After all ferrous metal particles have been
a drain tray. Allow oil to drain through a retrieved by the magnet, pour remaining
clean cloth to determine if foreign material varsol through another clean shop rag, and
drains from the filter. in a bright light, any non-ferrous metals
should be detectable.
2) Using the Champion CT-470 Can Cutter,
open the filter as follows; (See photos):
Cylinder Base Nut Wrenches
3882 Series
The 3882 Series Wrenches feature 112" square
drive and 12-point hex sockets. The wall
thickness between the hex and wrench O.D. is
closely controlled for maximum strength.
Approx. 16" long overall.
3882 9/16" hex 3882-3 518" hex
3882-1 7/16" hex 3882-4 314" hex
,3882-2 1 /2 " hex
3882A 9 / 16"hex
3882-3A 5/8" hex
Cylinder Base Nut Wrench
Special modified 3882-type wrench, this special
wrench is perfect for those occasional situations
when the 3882 wrench won't fit. It's a slightly
different configuration, as shown.
(3882-style shown in
,.-,
,-. phantom, to scale)
8079 911 6" hex
Cylinder Base Nut Wrench
For 470 and 520 Series
The special configuration of these wrenches
permits access to the cylinder base nut areas as
shown. Approx. 17" long.
6'" ""
518" hex
Piston Pin Removers
Piston
Size
8121 Series
Design allows piston pin removal without
removing adjoining cylinder. Sizes to fit
Continental engines.
Body Assy. Piston Size
8121A 4-7/16"
81218 5"
8121 K (Kit)
8121C 5-118"
8121D 5-114"
Cylinder Hone
Expandable racks adjust to cylinder size with
universal joint action. Optional set for use on
TCM cylinders.
Crankshaft Blade and Dampener
Bushing Rernovers/Replacers
Back-up plates and forcing screws are rugged,
heat-treated alloy steel. Be sure to keep forcing
screws greased.
496% - for 518" I.D. Bushing
36U4 - for 314" I.D. Bushing
3607 - for 15/32" I.D. Bushing
3607-1 - for GTSIO-520
8060 - for .604 I.D. Bushings
1-20-1 0 February 1989
Holding Fixture
Adapters
Wih these adapters, you may bolt the cyiinder
onto the 5221 B Fixture in order to do:
Cylinder Honing
Valve Seat Insert Work (insert removal,
seat cutting, insert installation).
5221-13A Adapter for Continetat 0 and 10-470
and 520 Series
Note: The originai #5221 f i ur es require 4
additional tapped holes in rocker plate to
accept the above adapters- a blueprint showing
hole sizes and locations is included with
adapters.
Universal Cylinder
Holding Fixture 5221 8
This is a heavyduty, precision fixture manu-
factured to extremely close tolerances. Suitable
for use on vertical mills or drill presses, it
allows quick indexing of required angles for
valve work.
FEATURES:
* For all Continental Engines
* Fi ur e indexes in all present positions
required to machine valve guides.
*
Locks in at these angles:
* Adapter rings are included to cover all
Continental engines.
5221-1 OLA For wide deck
5221-1 1 LA For narrow deck
5221 -1 7A Cylinder
Holdown Clamp
Assembly (one req'd.
fits all adapters).
Order separately.
February 1989 1-20-1 1
Valve Guide Cleaner 122
Expandable type fits all Continental engines.
Seal Seat Cutter 8066
Per Continental Bulletin M76-24R.1
Modifies valve guide to comply with M76-24R.1
carbide-tipped cutter blades compensate for
wear.
Spring Checker 7521 A
Per Continental Bulletin M74-16
Check valve spring quickly and easily. Hy-
draulically actuated extremely accurate readout
(0-160 pounds). Includes step gauges for all
required dimensions. 7521 Checker is less step
gauges.
Max. spring dimensions: Ht.-2-1/2", O.D.2".
(Heat-Shrink Type)
Valve Guide Removers
(Cold Force Removal Type)
Tough heat-treated steel.
361 1 - .375" 1.D. Guide
2874 - .436/.438" 1.D. Guide
Valve Guide Replacers
Alloy steel, heat-treated for maximum
toughness.
4912 - .344" I.D. Guide
3619 - .375' I.D. Guide
2842 - .436/.438 I.D. Guide
Rocker Arm Bushing
Remover/lnstafler Set 81 1 8
Driver and Pilot Ram Replaces
Adapter Assy. Dia. Dia. Tool
8118 Set includes one each 81 18G, 81 18H,
81 18J. 81 18K and 8098-10 Base.
Driver and Adapter Assemblies also available
individually. The 8098-10 Base must be used
with 81 186, 81 1 H, 81 18J and 81 18K Driver and
Adapter Assemblies.
Makes rocker arm bushing removal/installation
fast and easy. All components of 81 18 set are
also available individually.
Piston Ring Compressors
Flexible Band Type
4901 - for 3-718" and 4-1 /6" bore engines
2839 - for 5" and 5-1 14" bore engines
361 8 - for 4-711 6' bore engines
Tapered Type
4901 8 - for 3-718' bore engines
4901A - for 4-1 16" bore engines
3601 - for 4-711 6" bore engines
2839A - for 5" bore engines
5201 - for 5-1 14" bore engines
31 70 - Floating holder
No. 3 Morse male, compensates for misalignment
between reamer and work. Provides
unrestricted float.
Valve Spring
Compressor 3602
Adjustable type works on all Continental
engines.
Hook installs on rocker shaft (or on special
rocker nut furnished) and c-shaped collar
compresses spring to allow keeper removal. All
stressed parts are heated-treated steel. Handle
is approx. 18" long for good leverage.
Push Rod Spring
Compressor 68-3
For compressing and holding push rod springs
on all engines with spring loaded tubes. The
68-3 compresses the spring, which can then be
removed with furnished dips.
Eliminates wiring springs together- to install,
simply insert spring then pull off clip! Includes
instructions,
Flaring Tool for Push
Rod Housing 4951A
For A & C Series - expanding ball type tool.
Balls rotate inside housing, expanding it into
aluminum boss.
Valve Guide Remover 4981
Removes guides by heat-shrink method.
Cylinder is heated to 475O~, then tool inkct.
water to guide bore. A light tap with theslide
hammer removes guide. A water reservoir (not
included) supplies the low water pressure
required to cool the guides for easy removal.
Replacement guide is usually same size as the
one removed.
1-20-14 February 1989
Valve Seat Insert
Remover and Replacer 8086
A complete tool set to remove and install valve
seats by the heat-shrink method. Cylinders are
heated to 500~-550~F. Same handle and head is
used to remove and drive down seats during
installation. Mallet may be used on the handle
as the seating force. Low water pressure on
the order of 1 to 2 p.s.i. is all that is needed
for pulling seats. This one tool set will do all
Continental engines from 65 to 520 and 10-550.
Set includes:
* (1) Handle/lever assembly
* (12) Puller heads (size t o fit all
Continental engines
* (10) Installer pilots
* (1) Remover plug
*
6 feet of super flexible hose to attach to
water supply
* Instructions
* Storage case.
Tool is rigged for removal. Center is plugged to route water Tool is rigged for replacement. Guide on end of tool slips
out thru small holes in rim of removing head. into valve stem hole for perfect alignment. No more cocked
seats.
Fig. 1.
Fig. 2.
Installer
Valve Seat Inserts
4910 -For 1 45/64" O.D. Exhaust and 1 -53/64"
O.D. Intake Inserts.
(Indudes head and handle)
4956-For 1-3/4" O.D. Exhaust and 1-57/64"
O.D. Intake Inserts.
(Indudes head and handle) February 1989 1-20-1 5
81 16 Common Parts Kit
Does not include Expanding Guide Bodies or
cutting tods. See below.
Select Size Parts are not part of 8116 kit. You
buy only what you need (reamers, expanding
guide bodies, boring bars, etc.).
Valve Guide To Valve Seat
Alignment System
MIS-ALIGNED VALVE SEATS AND GUIDES
CAN BE RE-ALIGNED QUICKLY:
Here's how it's done:
Step 1. Removed dd guides and seats
Step 2. Install Expanding Guide Body into
valve seat boss.
Step 3. Place Boring Bar into Guide. Bore
valve guide boss concentric and
perpendicular to valve seat. Follow
up with Reamer.
Step 4. Use your drill press for bore or ream
operations as shown in this picture.
The same guide set-up works for
both.
"". 36 "loGE
8116. 19 HUT -
8116 - 1A GUIDE BUSlWG
(1116. 1 Un, . 16
EXPANDING GUIDE 80
LYE SEAT BORE
Allqnmenl Ass
Eapondlnp Cu
1qu.r. I 0 ".Ire
ALVE GUIDE BORE
CHAMFERED SLEEVE
Valve Stem Hole Reamers
(Takes the place of 2847,3606 81 4913
Series reamers).
Tool No. Hole Dia.
Boring Bars
0
Reamers
Made of high speed M2 tool steel, precision Valve Guide Boss. (Takes place of
ground. 4914 and 4943 Series reamers).
Reamers
Tool No. Hole Dia.
m
Boring Bars
Tool No. Hole Dia.
(*Example: Use 8116-68 Boring Bar to bore hde to .555, then finish with 8116-
6R Reamer to .561 dia.)
Expanding Minimum - Maximum
Bodv No. Retracted Dia. Ex~anded Dia.
Expanding
Guide
Bodies
February 1989 1-20-1 7
Valve Seat Insert Cutters
Straight Side - Non Step
WARNING! Measure New lnsert O.D. and then
select proper cutter.
Finish Finish
Part No. Use Dim. Q& Part No. O.S.
---
49048 lnt 1.822 .010" 49855 lnt 2.140 .W
4-9 Int 1.814 .002" 4985-6 Exh 1.669 .W
4-12 Exh 1.689 .002" 4985-7 Exh 1.664 ..010
4-13 Exh 1.697 .010" 4985-8 Exh 1.669 .015"
4954-5 Int 1.880 .005"
4954-8 Int 1.885 .010"
4954-9 Int 1.885 .002"
4954-10 Int 1.895 ,020"
4954-11 Int 1.905 ,030"
4954-12 Exh 1.752 .W2"
4954-13 Exh 1.760 .010"
4954-14 ~ x h 1.770 .om
4954-15 Exh 1.780 . O W
4985-1 Int 2.115 .005"
4985-2 Int 2.120 .010"
4985-3 Int 2.125 .01V
4985-4 Int 2.130 .Om
~osan' Stud Remover
Exh 1.674 .om
Exh 1.684 ,030"
Int 2.522 .W5"
Int 2.527 .010"
Int 2.523 .015"
Int 2.537 .OW
Int 2.547 .030"
Exh 1.793 .W
Exh 1.798 .010"
Exh 1.808 ,015"
Exh 1.808 .om
Exh 1.818 .OW
This stud remover is for use in extracting studs
from cylinder assemblies using ~osan@ type
Studs.
Using the hammer, drive the stud driver (1)
over stud (2) as far as possible without making
contact with the cylinder head (3). Using the
ratchet or pull handle, apply a firm, constant
pressure in the clockwise (tightening) direction,
the serration (4) on the stud will strip. When
the stud gives, reverse the ratchet and back
the stud out until there are three threads still
engaged in the lock ring (5). Move the stud
with the driver still attached, up, down and
sideways. The lock ring will pop out of the
cylinder without damaging it. The stud driver
is Part No. 2769A13.
Step Side
Cutters
Small Large Small Large
Part No. Diameter Diameter Q. & Part No. Diameter Diameter 0,s.
---
STD
.005"
.010"
.O1Sn
.ow
.030"
STD
.005"
.010"
.015"
.om
.030"
STD
.w
.010"
.019
.om
.w
Connecting Rod Reaming and
Alignment Checking Fixture
Wih these precision tools, it's easy to check
connecting rods (without bushings) for
alignment and warpage.
The 8111A BaseIRetainer K i is required as
well as one (or more) of the Adapter Ki s
described below. The 8111A K i includes the
Q
@ 0
high-carbon steel base (hardened and ground for rn
long life); retaining collar, cap (for connecting
rod) and wing nut. Base/Retainer K i 81 11A
The 8111A BaseIRetainer K i f i s the following
Adapter Kits as described below.
Adapter Kits
These kits contain the indicator gauge assembly,
which as a dial indicator reading in ten-thou-
sandths of an inch (.000lN). The gauge body is
lapped into the mating bushing for accurate
readings. Instructions are included.
Adapter Kits
8042C for 520-470-E Series 1.125"
80726 for 0-200, 0300,360 1 .0Om & .922"
Reamers, Connecting Rod Bushing
High-speed steel reamers with 314" diameter
pilot. Use with 81 11A BaseIRetainer Kit and
proper Adapter Kt as shown above.
874-40 .920M Roughing use together
874-41 .923" Finishing
5008 1.126" Finishing
8071 1.000" Finishing
Complete tool combining
81 11A Base with one of the 3
listed adapter kits shown
checking rod for alignment.
Complete t od
using same adapters
shown above with piston
pin reamer. See at left
for proper reamer to use
February 1989 1-20-1 9
Universal Connecting Rod Bushing
Remover and Installer Set 8098
Complete set for removing and installing con-
necting rod bushings for Continental Support
bushing reverses for either installing or
removing.
8098 Complete Set Includes:
8098-1 0 Base
Driver and Pilot Ram Replaces
Adapter Assy. Dia. Dia. Tool
(Above Driver and Adapter Assemblies also
available individually).
Common Drive Handle 81 22A
This Drive Handle fits all pilots and cutters,
and it features poslive pin drive as shown.
(Combination of Morse taper and pin drive
eliminates any slippage between handle and
cutter.)
By using the 812214 with the proper pilot from
below, you may choose to pilot into valve stem
hde or valve guide boss.
Pilots
All pilots are hardened and precision ground for
accuracy. Two choices- pilot into valve stem
hde orvalve guide boss.
Pilot Choice No. 1- Pilot lnto Valve Stem Hole
(On new lnatallationa only)
Part No. Pilot Dia.
CAUTION; QO NOT USE ON WORN GUIDES!
8098-10 Base
(Included)
81 22.A Common
Drive Handle
This handle fits all
pilots and cutters (also
fits your dd cutters).
8122~ Handle
Pilot
Cutter
pilots " - 1
Pilot Choice No. 2 - Pilot lnto Valve Guide Boss
Part No. Pilot Dia. Application Part No. Pilot Dia. Application
--
8123 530 Standard 8129 ,624 Standard
8124 .535 Oversize .005 8130 629 Oversize .M)5
8125 .540 Oversize .010 8131 ,634 Oversize .Of0
8126 ,545 Oversize.015 8132 639 Oversize015
8127 .550 Oversize -020 8133 ,644 Oversize .020
8128 .560 Oversize .OX 8134 .654 Oversize .030
Needle Bearing Installers
Precisely machined to make bearing installation
fast.
23-1 .562" pilot
8053 .75OW pilot
Hydraulic Crankshaft Dampener
Bushing Rernover/Replacer Sets
8077A and 80778
Remove and replace crankshaft bushings in a
fraction of the time hydraulically! A few
strokes of the pump handle removes or installs
bushing with very little effort. Small actuating
head frts in and around the crankshaft. Once
the bushing is removed (or installed), a turn of
the valve returns actuator for another cycle.
8077A includes:
10,000 p.s.i. pump and cylinder; 5-ton output
cylinder; 3A. long Rex hydraulic hose; all
adapters to fit 0300 and 360, 470 and 520
Series.
80778 (less hydraufics) includes:
Items shown above in 8077A except no
hydraulics are furnished. The actuator head has
1/4" NPT female port for connecting to your
hydraulic hose.
Counterweight Bushing
~emover/lnstaller
8077C
Positive guide of all components assures perfect
alignment. Indudes adapters for 0300, 360,
470 and 520 Series engines.
w
February 1989 1-2&2f
All Position Engine Stand
Assembly-Disassem bly
Transportation 81 04
Designed to save time on the overhaul floor.
Minimum attaching hardware allows complete
engine accessibility.
Postwe frame rotation (360~) locks in infinite
number of positions simply by releasing handle.
Engine mounting plate also rotates 360 and
locks in place with heat-treated lock pin.
flange hdder is predrilled to accept all Con-
tinental engines. Threaded adapters included to
mount non-flanged crankshafts. Shipping
weight 400 Ibs.
Tork Band Tension Adjuster
7726
Adjust belt tension without damage to compo-
nents. Use on alternators, compressors, etc.
Allows grabbing difficult round components.
Generator Drive Holder
Hdd drive gear for torquing or removing
retaining nut.
4973 2.600" dia.
4973A 2.510" dia.
1-20-22 February 1989
Cylinder Heating Stand 81 56
In just 8-10 minutes, you can heat 2 cylinders
simultaneously to 6 0 0 ~ ~ . Or, you can heat one
at a time (each tip is separately controlled).
Included with the 8156 Cylinder Heat Stand:
(2) Tips
(2) 36" Propane Hoses w/fittings
(I) Propane Regulator
(2) Controls
(1) Y-Connector
(1) Stand
(2) Cylinder Risers
All screws, nuts and washers needed; and
instructions.
Blind Needle Bearing 8093C
Puller
Ti ps
B ' P .cvlinrjer Ri sers
Controls --b?~i=
36" Hoses Y-Connector
wlfittings
E
20 tb. Propane Tank
Use to remove 5/8" I.D. needle bearings in 470
and 520 Series engines. Use with 8054 Slide
Hammer.
Starter Clutch Shaft
Bearing Pullers
80930 for removing 3/4" I.D. bearings.
Use with 8054 Slide Hammer
February 1989 1-20-23
Differential Pressure Gauge 521 0
For turbo superchargers. A rugged, high
precision gauge needed to set differential fuel
measures. 50-0-50 psi, 4-1 /2" dia. face, 1/4"
pipe connection.
Differential Pressure 7251
Cylinder Checker
Use standard shop air pressure to check
condition of rings, cylinder walls and valves.
Belt Tension Gauge BT-33-73F
(TSIO-520-BE uses BT-33-89P)
Set belt tension quickly and accurately to
ensure maximum belt and bearing life. The
proper belt-tension eliminates slippage and
increases efficiency of beltdriven opponents.
Compact- only 3 1/4" wide to fit in crowded
areas. Easy to use- just apply gauge to belt,
release ball handle and read tension on rotating
dial.
Calibrated for A-section V-belts (318" to 1/2"
top width) and K-section (45, and 6 rib) poly-V
belts. Range 30 to 180 Ibs. and 130 to 800
newtons (dual scale).
Hydraulic Valve BT-6OC
Lifter Tester
For checking bleed down rate on hydraulic
lifters. Hand input turns lifter as in actual
use. Includes one gallon of BT-59 Test Oil
(also available separately).
1-20-24 February 1989
In-Aircraft Alternator1
Generator Tester 8091
Replace test bench. Uses aircraft's own engine
to check systems and tests without component
removal. Long leads permit tester to remain in
cockput during testing.
* Vdtage output * Rotor * Brushes
* Stator * Field Input * Diodes
Windings
Features 030v DC voltmeter; 10-0-10 amp DC
ammeter; circuit breaker protected. Two mint
hook-up field term, and cigarette lighter.
Engine Timing Disc 3608A
For all engines- universal application from J3 to
DC3. Fastens to prop tip and accurate to 1 /4
degree. Includes piston stop 360814-15.
Pulley Holder 4974
For hdding 2-1/2" to 3-1/2' dia. pulleys grip in
pulley groove.
Pulley Alignment Gage Bar
8082
The 8082 gage bar allows a quick and easy
alignment check between driver sheave and
compressor sheave.
Used when installing air conditioning on models
10-520 and TS10-520. Includes adapter sleeve
for 1 /2' v-belts.
Crankcase Drill Fixture 8094A
For Starter Clutch Adapter
Per Continental Bulletin 79-1 0
Modifies crankcase by drilling extra oil passage
from rear main to starter bushing area.
Vacuum Pump 8334
This new heavy-duty vacuum pump is designed
for one-hand o~eration. Heavv steel wall; 0-30
in Hg; nozzle fits several sizes oftubing.
Generator Pulley Puller 61 -5
Quick removes pulleys from 2-1/2" to 5"
diameter. Applies even pressure on outside of
pulley in pulley groove. All components are
tough, heat-treated alloy steel.
Bearing and Bushing 8094B
Drill Fixture
Per Continental Bulletin 79-1 0
Use to reqork your present stock of main
journal bearings and starter shaft bushings.
Use Bearing Puller 8093B (see at right).
Spark Plug Insert Replacer 491 8
Features 1 /2" square drive. Use on all engines.
Thru-Bolt Bore Step Cutters
Per Continental Bulletin M77-9
Use to chamfer step in thru-bolt dowel boss
prior to inserting improved thru-bolt with O-
ring seal.
Spark Plug Insert Tap 504-1
Use on all engines.
Spark Plug Insert Remover 491 9
Use on all engines.
Slide Hammer 8054
Heavy duty slide hammer features 2-1 /2-lb. slide
and 5/8"-18 thread. 24" long overall. Use with
81 14 Series removers.
Spark Plug Tap 445
18 millimeter threads. High-speed steel.
8064 Cutter, .480" dia.
8065 Cutter, .500* dia.
February 1989 f -20-27
~osan@ Lock Ring Installer
8074
Heat-treated, tough alloy steel. Knurled for
sure grip. Approximately 4" long.
Stud Drivers
Six (6) different thread sizes:
Drill Fixture
4978
For Scavenge Pump. lncludes fDdure and drills
with pre-set stops
To modify 470 Scavenge Pump per Continental
Bulletin M72-8.
Drill Fixture
8025
For drilling and installing piston oil squirt
noules in 0-470V engines, converting to O-
470VO per Continental Bulletin M75-13, 10-470
to 104700S.
Includes all drills, drill bushings and stops
required to a fast and efficient job.
Crankcase Splitter Set L423
Makes splitting Continental crankcases easier
and faster. Prevents crankcase damage. Puller
assemblies bott onto crankcase studs.
Propeller Shaft Oil Seal Installer
5209
For all flanged shafts. For installing one piece
stretch seals without damaging sealing surfaces.
Be sure to oil the seal before installing.
Oil Pressure Relief Spot Facers
Positive stop to prevent excess material
removal. Cutter Wades are heat-treated
hkhspeed steel.
8048 Spot Facer for 470 and 520.
Runout Block Set 81 77A
Use this set to check runout on crankshafts,
etc. up to 4" diameter. Blocks are aluminum
alloy with Tefion bearing surfaces. Approx.
size: 4" w x 8" 1 x 5' h each.
Polishing Tools for Crankshafts
Bearings
Special aluminum frame and felt polishing
surfaces.
(Dial indicator
not included)
8087A 1-718" to 2-1 14" dia.
80876 2-1 /4* to 2-5/8' dia.
February t 989 1-20-29
Injector Nozzle
Remover and Installer 81 65
This tool allows you to remove, install and
tighten injector noules located close to intake
parts on Piper Aircraft. Torque Wrench exten-
sion allows use of 3/8" square drive torque
wrench to tighten nozzles to proper
specifications.
Torque wrench extension is made of heat-
treated steel for durability. Torque input and
output is marked on extension.
Installer is special, thin-walled 6-pt. 1/2" hex
socket.
Crankcase Thru-Bolt Removers
Use with 8054 Slide Hammer to remove stubborn
bdts.
81 14-8 Remover, 1 /2"-20 threads
81 14-7 Remover, 7/16"-20 threads
81 14-6 Remover, 3/8"-24 threads
Hex Drive for
HexTubeNut 7912A
Tubing nut wrench set for fuel systems,
hydraulic systems and brakes.
Rotabroach Cutters 771 0
These cutters cut faster and cleaner than twist
drills with only a fraction of the power and
effort.
Pullers
These pullers provide a more controlled method to remove
press-fit parts.
February 1989 1-20-31
INSPECTION INSTRUMENTS
* Outside Micrometers
Spherical Anvil Micrometers are specially useful
in measuring the wall thicknesses of small parts
such as sleeves, collars, tubings and various
cylindrical workpieces. They are also used to
measure dimensions from inside of holes to
outside edges.
* ~ i a l Bore Gages
Dial Bore Gages used for large volume "go, no-
go" inspections or for determination of actual
dimensions. Three-point contact (two guide
pins and one interchangeable rod) assure
alignment within bore. Zero point may be set
with ring gage, micrometer, height master or
gage blocks.
*NOTE: All precision measuring devices must
have a current calibration that is traceable to
the National Bureau of Standards.
* Blade Micrometers
Non-Rotating Spindle TYPE 122,222
For measurements of narrow grooves, keyways
and other hard to reach dimensions.
"Screw Thread
Micrometers
FOR MEASURING PITCH DIAMETERS
TYPE 126, TYPE 226
Interchangeable V-Anvil Type
60 degree V-Anvil and Conical Spindle are made
of high-grade special steel, hardened and
precision ground.
*Depth Micrometers
The Depth Micrometer is one of the basic
measuring tods selected by machinists.
Rachet stop for consistent and repetitive
measurements.
*NOTE: All precision measuring devices must
have a current calibration that is traceable to
the National Bureau of Standards.
February 1989 1-20-33
Reamers, Rocker Shaft Support
Boss
4903-1- .W Roughing (.609" Pilot)
4903-2- .680" Roughing (.643" Pilot)
4903-3- .?03" Finishing (Use with 4903-1
& 4903-2) (.6?8' Pilot)
4903-4- .708" Finishing (Use with 4903-1
4903-2 & 49033) (.?Ole Pilot)
4903-5- .723" Finishing (Use with 4903-1,
4903-2,4903-3 & 4903-4)
(.?Nu Pilot)
Reamer, Rocker Arm &
Shaft Bushing
4905- .609" Std. (.594" Pilot)
NOTE: 5129 SERIES ARE FOR
STRAIGHTVALVE ENGINES ONLY.
51291- .753" Roughing (.718" Pilot)
5129-2- .788" Roughing (.75lU Pilot)
5129-3- .813' Finishing (Use with
51 29-1 & 51 29-2) (.786" Pilot)
5129-4- .8f 8' Finishing (Use with
5129-1 & 5129-3) (.815" Pilot)
5129-5- .833" Finishing (Use with
5129-1, 5129-2,5129-3 &
5129-4) (.815" Pilot)
Reamer, Rocker Shaft Bushing
5130- .751" Std (.707' Pilot)
Reamer, Rocker Arm Bushing
7232- .751" Std. (.732" Pilot)
Reamers, Valve Guide Boss
Use at 275 RPM maximum
USE MORSE
ADAmER
4914-1HS - .537" -. .005" O.S. (.531" Pilot) 2689
4914-2HS - -542" . Ol O" O.S. (.534" Pilot) 2689
4914-3HS - .552" - .020" O.S. (.539" Pilot) 2689
4914-4HS - -547" .015" O.S. (-539" Pilot). 2689
4914-SHS - .561" .030" O.S. (-549" Pilot) 2689
4943-1 HS - -631 " .005" O.S. (.624" Pilot) 2693
4943-2HS - .636" .010" O.S. (.628" Pilot) 2693
4943-3HS - -646" - - .020" O.S. (-633" Pilot) . 2693
4943-4HS - . 64l W .015" O.S. (.631" Pilot) 2693
4943-5HS - .656" .030" O.S. (.645" Pilot) 2693
1-20-34 February 1989
w
Engine Application Chart For Valve Guide Stem Hole Reamers
Adapt square Shank Reamers to
No. 2 or 3 Morse Taper
Part No. Morse O.D. Shank Flats
2684 2 .323" .242"
2686 3 .36T .275"
2689 3 .48on .360"
2693 3 .590" .442"
4104 Reducer Sleeve, No. 2 Morse I.D. to
No. 3 Morse O.D. sleeve only-
will not fit reamer shank.
NOTE.. . . .DO NOT use hiah-soeed reamers on
ni-resist auides.
Plug Gauges,
Valve Guide Stem Hole
Go and No-go Gauges are used to check
for new limits (and service limits
where applicable). Gauges are heat-
treated alloy steel, precision ground.
2848-1 - .436" I.D. Guide
2848-2- .438" I.D. Guide
3615- .375" 1.D. Guide
Suggestions For Reaming
Valve Guide Stem Holes
1. Use high quality cutting oil.
2. Reamers are made to cut ~i ght
hand onlydo not turn backwards
even a partial turn!
3. If using power, run high-speed
reamers at 400 RPM maximum, and
carbidetipped at 700 RPM max-
imum. High-speed steel reamers
for hand cutting.
4. The #5221 B universal cylinder
hdding fixture is recommended
for stem hde reaming, using
a drill press or vertical mill.
February 1989 1-20-35
*Dial Thickness Gage
For use in measuring wall thickness in hard to
reach areas.
*Precision Vernier Calipers
Precision Vernier instruments offer a . wide
range of precise tools for measuring accurately
in thousandths of an inch. These include
Vernier Calipers and Vernier Height gages in
both the English and Metric Measure.
*Inside Measuring
Instruments
Three measuring surfaces are lapped parallel to
the longitudinal axis of the Micrometer, and
stay aligned with the bore while measurements
are taken.
Large ratchet stop provides constant measuring
pressure to the wall surface, and insures repet-
itive reading to .0002" or .0001" (smaller
ranges).
*NOTE: All precision measuring devices must
have a current calibration that is traceable to
the National Bureau of Standards.
*Alternator Analyzer
Voltage Regulator Tester
For field or bench use
*
Designed to pinpoint developing problems
before a total system breakdown occurs.
*
Oscilloscope type performance with easy to
use "ok or "Defective" presentation.
* Detects failing diodes before normal
indications occur.
EASY TO USE
* Inductive probe clamps over wire for
alternator ripple test.
*
Voltage regulator test leads clip on alter-
nator output terminal and engine ground.
*Alternator/Regulator/
Battery Tester
Model El 00
Designed to test alternators, regulators,
batteries on 12 and 24 volt systems with
currents up to 32 volts DC. Has a pointer zero
adjustment screw on the face of the instrument.
Circuitry is entirely solid state and no battery
or power source is required. Power for the
unit is derived from the systems under test.
*Multiple Voltage & Circuit
Tester For 12 & 24 Volts
Model 29
Designed to test continuity of circuits, shorts,
diodes, live circuits both low and high voltage
in aircraft ignition and electronic equipment.
Reads both AC and DC in all positions. Has
easy-to-see bright red signal lights, with bulbs
replaceable by unscrewing lenses of face of
tester.
*WARNING. . . Keep equipment and personnei
clear of prop area.
February 1989 1-20-37
"Aircraft Magneto Timing Light
P/N 11 -91 10-1
Designed for internal timing of "E Gap" and
mag-to-engine timing. Precision solid state
oscillator circuit sees coil primary winding as
high impedance while checking continuity
through contact points. When points open lights
go out. Built rugged for years of reliable
service. Uses four C-cell flashlight batteries.
*Aircraft Timing Indicator
Model E25
Improves the accuracy and speeds up the
process of timing an aircraft magneto to the
engine. Easily attached to the propeller spinner
with mounting bands. Has top dead center
locator. _
* ~ o l d ~ ~ ~ i n d e r Test
odee el 0
Attach one wire with an alligator clamp and use
another cable with a hand-held probe to test
comparative temperatures from cylinder to
cylinder in a matter of seconds. Spot source of
rough running, mag drop or loss of power in a
matter of minutes.
*WARNING . . . Keep equipment and personnel
clear of prop area.
High Tension Lead Tester Kit
Designed for quick and simple troubleshooting
of shielded ignition leads. Accurate on even the
longest leads, high voltage pulses test
insulation for leak. Built-in continuity lamp
provides handy test of electrical connections.
Uses two c-cell flashlight batteries. Includes top
grain cowhide carrying case.
Master Orifice Tool
P/N 646953
Attach to differential cylinder pressure tester
to check calibration and determine the low
leakage limit. (Ref. TCM Service bulletin M84-
15).
February 1989 1-20.39
CYLINDER HEAD TEMPERATURE
EXHAUST GAS TEMPERATURE
TEST UNITS
*Alcor Portable
Digital EGT Unit
For use with Type " K Thermocouple. This
device is lightweight 9 volt LCD unit, with a '
disposable battery.
Temperature Range 1000~- 1800~~.
*Afcor Portable
Digital CHT Unit
This device is used with Type "J" Thermocouple.
It is a lightweight 9 volt LCD unit, with
disposable battery.
Temperature Range 2 0 0 ~ - 6 0 0 ~ ~ .
Indication from 32O-600F.
Part Number 85328
*WARNING . . . Keep equipment and personnel
clear of prop area.
u
Part Number 85329
APPLICATION CHART
SEALANTSILUBRICANTS
Grease - Molyshield
(American Lubricants Co.)
TSIO/LTSIO-360
----------
All ACC Drive Splines and
0 Idler Gear and Pin
GTSIO-520-K &
Oil - Grade 50, MHS 27
0 Connecting Rod Bearings
--*-.----*
e Camshaft Bearings
0 Accessory Spur Gear Teeth
a Quill Shaft Splines
e Starter Clutch Spring (1.D. &
February 1989 1-30-01
e Rocker Arms, Pivots, Valves
Fuel Connections to Carb. 6-285 & 6-320
(male threads only)
e Thrust Washer
e Oil Filter Adapter Seals
------_-_P
WELEmuE
MOTORS
AbwaftRoducts
e Pressure Regulator Threads
e Exhaust Studs (nut end
e All Class #4 Studs
WTELEWM:
-MCJTORS
AlraoftRoducts
1-30-02 February 1989
520 Permold Models
31"TELEmNE
cxMrwwmMCTK>RS
AlrcrcrftRoducts
thin coat to oil sump).
All Models with
White Spot - 3M Brand
----------
Tiara 6-285 6-320
WTELEWE
-MCrTORS
AbwaftRoducts
e Gasket - Idler Pin
a Gasket - Intake Manifold
e Oil Drain Back Tubes
Sump to Crankcase
or Sump to Crank-
Models TS10360A,
February 1989 1-30-03
*-
e Studs, Push Rod Retainerrn
#646944 - Primer
WTDEWNE
-m
e VTC Unit Bushing Retaining
e VTC Unit Housing to
e Top Accessory Drive Gear
(Breather Slinger) Bolts
Male Threads Only
"RTELEWNE
CONMPCfALMCITORS
ALcrcrftRoducts
1-30-04 February 1989
Plastic Mold Spray
Silicon Mold Release
----------
Releaseagen S1 - ----------
Mold Release
RELEASEAGEN, INC.
"ACCELAGOLD
Turco Products
Tucker, GA 30084 Aluminum Parts
February 1989 1-30-05
INTENTIONALLY
LEFT
BLANK
1-30-06 February 1989
CHAPTER 4
AlRWORTHlNESS LIMITATIONS
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4-00-02 February 1989
AIRWORTHINESS LIMITATIONS
The Airworthiness Limitations Section is FAA-Approved and specifies maintenance required under 543.16
and 91.163 of t he Federal Aviation Regulations unless an alternative program has been FAA approved.
This section is part of the type design of the TSIO-520 engine pursuant to 521.31 of the Federal
Aviation Regulations.
1. Mandatorv Reolacement Times.
Subject to additional information contained in FAA Approved Mandatory Service Bulletins issued
after the date of certification, the TS10520 engine does not contain any components having
mandatory replacement times required for type certification.
2. Mandatotv lnsoection Intervals.
Subject to additional information contained in FAA Approved Mandatory Service Bulletins issued
after the date of certification, 50 hour and 100 hour inspections as described in the TS10-520
Sandcast Series Overhaul Manual and inspections mandated by the FAA, under 43 and 91 of the
Federal Aviation Regulations are required for type certification.
3. Other Related Procedures.
Subject to additional information contained in FAA Approved Mandatory Service Bulletins issued
after the date of certification, the TSIO-520 engines does not have any inspection-related or
replacement time-related procedures required for type certification.
4. Distribution of Chanaes to Airworthiness Limitations.
Changes to Airworthiness Limitations section constitute changes to the type design of the TSIO-520
engine and require FAA approval pursuant to Federal Aviation Regulations 521.95, $21.97 or 521.99.
Such changes will be published in FAA Approved Mandatory Service Bulletins, which are furnished
to subscribers to TCM Service Bulletins and can be obtained by writing TCM, Publications Depart-
ment, P.O. Box 90, Mobile, Alabama 36601.
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4-00-04 February 1989
CHAPTER 5
TIME LIMITS/MAINTENANCE
CHECKS
5-00-00 GENERAL
5-10-00 TlME LIMITS/INSPECTION PROGRAM
5-20-00 SCHEDULED MAINTENANCE
5-20-01 Preflight lnspection
5-20-02 50 Hour lnspection
5-20-03 100 Hour lnspection
5-30-00 UNSCHEDULED MAINTENANCE
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5-00-02 February 1989
5-00-00 GENERAL
The owner or operator is responsible for maintaining the engine in an airworthy condition,
including compliance with all applicable Airworthiness Directives as specified in Part 39 of the
Federal Aviation Regulations and "Airworthiness, Limitation" of this manual per FAR A33.4. It
is also the responsibility of the owner or operator to insure that the engine is inspected in
compliance with the requirements of Parts 43 and 91 of the Federal Aviation Regulations.
Teledyne Continental Motors has prepared this inspection guide to assist the owner or
operator in meeting their responsibilities. This inspection guide is not intended to be all-
inclusive; no guide can replace the good judgement of a certified airframe and power plant
mechanic, in the performance of his duties. As the one primarily responsible for the air-
worthiness of the airplane, the owner or operator should select only qualified personnel to
maintain the airplane.
WARNING . . . When performing any inspection or maintenance, always treat the engine as if
the ignition switch was on. Do not stand, nor allow anyone else to stand, within the arc of
the propeller, since a loose or broken wire, or a component malfunction, could cause the
engine and propeller to rotate and/or start.
February 1989 5-00-03
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5-00-04 February 1989
5-10-00 TIME LIMITS/INSPECTION PROGRAM.
Oil Change Interval: *
With integral screen ............................ 25 Hrs.
With small filter. .............................. .50 Hrs.
Wi h large filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Hrs.
Oil Filter Interval:
Wi h Large or Small Filter. . . . . . . . . . . . . . . . . . . . . . . . . 50 Hrs.
C4CrllON . . . Use only oils conforming to Teledyne Continental Motors Specifcation MHS24
or MHS25 afer break-in period
*NOTE . . . Hours stated or 6 months, whichever comes first. See TCM Service Bulletin M87-
12 Rev. 1 or current revision as applicable.
@ Recommended overhaul periods
Engine Model Overhaul Period
. . . . . . . . . . . . . . . @ TSIO-520-C,G,H,M,P,R, & T 1400 HOURS
TSIO-520-AF & CE . . . . . . . . . . . . . . . . . . . 1600 HOURS
. . . . . . . . . . . . . . . . . . . . @ TSIO-520-M,P & R 1600 HOURS
L/TSIO-520-AE. . . . . . . . . . . . . . . . . . . . . 2000 HOURS
@
For engines employed in aerial dressing, dusting or spraying, we recommend a maximum
of 1200 hours TBO or less at operators discretion.
@
Applies to new and rebuilt TSIO-520-M Spec. 4, 6. 7 and 8; TSIO-520-P Spec. 5 and 6;
and TSIO-520-R Spec. 7,9,10 and 1 1.
TSIO-520-MI P & R engines other than those listed above may be eligible for the TBO
increase (1600 hours) by installing cylinder & valve assemblies P/N 646657A1, piston P/N
648033, ring set P/N 642602A2, valve lifters PIN 646277 in both intake and exhaust positions,
throttle body P/N 649185A1, pressurized magneto ki EQ6583, oil pump assembly P/N 643717-1
P/N 643749 oil pump gasket, and oil filter P/N 643227 (or Cessna supplied oil filter adapter
and associated parts).
To install new oil pump remove one (1) each P/N 402159 and PIN 402157 stud, Replace stud
P/N 401852 with stud P/N 402129 and install spacer P/N 646582-1.35 and PIN 646582-2.00 on
existing studs after oil pump is installed. A log book entry will be required and new Spec. No.
stamped on engine data plate (Refer to Engine Spec. List Mow).
Original Spec, # New Spec. #
TS10520P1 5
TS10520P2 6
TS10520P3 6
TS10520M1 6
TS10520M2 7
TS10520M3 7
Original Spec. # New Spec. #
TS10520R1 9
TS10520R3 10
TS10520R4 9
TS10520R5 10
TS10520R6 11
@ For further information see TCM Service Bulletin M86-6R1 or current revision as
applicable.
NOTE . . . Overhut periods for the engine include: fuel system, magnetos, and electrical
components.
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5-1 0-02 February 1989
5-20-00 SCHEDULED MAINTENANCE
5-20-01 PREFLIGHT INSPECTION
Before each flight the engine and propeller should be examined for damage, oil leaks, proper
servicing and security. Refer to the airframe manual "Preflight Check Llst".
5-20-02 50 HOUR INSPECTION
Detailed information regarding adjustments, repair and replacement of components may be
found in this Overhaul Manual. The following items should be checked during normal inspec-
tions.
1. Engine Conditions: a. Magneto RPM drop: Check
b. Full Power RPM: Check
c. Full Power Manifold Pressure: Check
d. Full Power Fuel Flow: Check
e. idle RPM: Check
Record any values not conforming to engine specifications so that necessary repair or
adjustment can be accomplished.
2. Oil Filter: Replace filter, inspect cartridge.
3. Oil: Change oil, if Integral screen or small filter is used.
4. Air Filter: inspect and clean or replace as necessary.
5. Fuel System Clean Fuel Nozzles As Required
6. High Tension Leads: Inspect for chafing and deterioration.
7. Magnetos:
8. Magneto Filter:
9. Visual:
Check and adjust only if non-conformities were
noted in Step 1.
Inspect for color, if white o.k., if red or
contaminated replace.
Check hoses, tines, wiring, fittings, baffles, etc. for
general condition, proper routing and positioning.
10. Exhaust System: Inspect for condition and leaks.
1 1. Adjustments & Repairs:
12. Engine Condition:
Perform service as required on any items that are
not within specifications.
Run up and check as necessary for any items
serviced in Steps 2 thru 11. Check engine for oil and
fuel leaks before returning to service.
5-20-03 100 HOUR INSPECTION
Detailed information regarding adjustments, repair and replacement of components may be
found in this Overhaul Manual. The followlng items should be checked during 100 hour
inspections:
February 1989 5-20-01
1. Engine Conditions: a, Magneto RPM Drop: Check
b. Full Power RPM: Check
c. Full Power Manifold Pressure: Check
d, Full Power Fuel Flow: Check
e, Idle RPM: Check
Record any values not conforming to engine specifications so that necessary repair or
adjustment can be accomplished.
2. Oil Filter: Replace filter inspect cartridge.
3. Oil: Drain while engine is warm. Refill sump.
4. Fuel System If pre-inspection run-up indicates a problem, clean
fuel nozzles, metering unit screen, manifold valve
screen and adjust as necessary (see TCM Service
Bulletin M-84-6R1, M78-11 or current revision as
applicable.)
5. Valves/Cylinders: Check compression. (Refer to Chapter 70-50-00).
6. Cylinders, Fins, Baffles: Inspect.
7. Spark Plugs: Inspect, dean, regap (if necessary), reinstall. Rotate
plugs from upper to lower positions to increase plug
life.
8. High Tension Leads: Inspect for chafing and deterioration.
9. Magnetos: Check. Adjust points and timing If necessary.
NOTE . . . Minor changes in magneto timing can be expected during normal engine service,
The time and effort required to check and adjust the magnetos to specifications is slight and
the operator will be rewarded with longer contact point and spark plug life, smoother engine
operation and less corrective maintenance between routine inspections.
NOTE . . . At each 500 hours, the magnetos should be disassembled and Inspected according to
Magneto Setvice Manual.
10. Magneto Filter
1 1. Air Filter:
12. Alternate Air Door:
lnspect for color, tf white o.k., if red or
contaminated, replace.
lnspect and clean or replace as necessary.
Check operation.
13. Throttle, Mixture Contrd Inspect control Connections, levers and linkages for
Shaft, Linkage and Contrd tight attaching parts, safetying and lost motion due
Connections to wear. In periodic lubrication, add a drop of engine
grade oil on each end of the air throttle shaft and
at each end of the linkage between the air throttle
and fuel metering valve. No other lubrication is
required.
14. Fuel Nozzles: lnspect nozzles and vent manifold for leaks or
damage, clean as required.
5-20-02 February 1989
15. Fuel & Oil Hoses & Unes:
16. Engine Baffles and Seals:
17. Control Connections:
18. Exhaust:
19. Turbochargers:
20. Wastegate:
21. Adjustment & Repairs:
22. Engine Condition:
Inspect for deterioration, leaks, chafing.
Inspect for condition and correct positioning.
Inspect and lubricate.
Pressure check system. Check for condition and
leaks. Pay particular attention to heater muffs. Refer
to airframe manufacturer for further instructions.
Check freedom of rotation.
Check operation and condition.
Perform service as required on any items that are
not within specifictions.
Perform complete run-up. Check engine for fuel or
oil leaks before returning to service.
February 1989 5-20-03
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5-20-04 February 1989
5-20-00 SCHEDULED MAINTENANCE
5-20-01 PREFLIGHT INSPECTION
Before each flight the engine and propeller should be examined for damage, oil leaks, proper
servicing and security. Refer to the airframe manual "Preflight Check List".
5-20-02 50 HOUR INSPECTION
DetaIled Information regarding adjustments, repair and replacement of components may be
found in this Overhaul Manual. The following Items should be checked during normal inspec-
tions.
1. Engine Conditions: a. Magneto RPM drop:
b. Full Power RPM:
c. Full Power Manifold Pressure:
d. Full Power Fuel Row:
e. Idle RPM:
Check
Check
Check
Check
Check
Record any values not conforming to engine specifications so that necessary repair or
adjustment can be accomplished.
2. Oil FIlter:
3. Oil:
4. Air Filter:
5. Fuel System
6. High Tension Leads:
7. Magnetos:
8. Magneto Filter:
9. Visual:
10. Exhaust System:
11. Adjustments & Repairs:
12. Engine Condition:
5-20-03 100 HOUR INSPECTION
Replace filter, inspect cartridge.
Change 011, if Integral screen or small filter Is used.
Inspect and clean or replace as necessary.
Clean Fuel Nozzles As Required
Inspect for chafing and deterioration.
Check and adjust only if non-conformlties were
noted in Step 1.
Inspect for color, if white o.k., if red or
contaminated replace.
Check hoses, lines, wiring, fittings, baffles, etc. for
general condition, proper routing and positioning.
Inspect for condition and leaks.
Perform service as required on any items that are
not within specifications.
Run up and check as necessary for any items
serviced In Steps 2 thru 11. Check engine for oil and
fuel leaks before returning to service.
Detailed information regarding adjustments, repair and replacement of components may be
found In this Overhaul Manual. The following items should be checked during 100 hour
inspections:
February 1989 5-20-01
1. Engine Conditions: a. Magneto RPM Drop: Check
b. Full Power RPM: Check
c. Full Power Man Hold Pressure: Check
d. Full Power Fuel Flow: Check
e. Idle RPM: Check
Record any values not conforming to engine specifications so that necessary repair or
adjustment can be accomplished.
2. Oil Filter:
3. Oil:
4. Fuel System
5. Valves/Cylinders:
6. Cylinders. Fins, Baffles:
7. Spark Plugs:
8. High Tension Leads:
9. Magnetos:
Replace filter Inspect cartridge.
Drain while engine Is warm. Refill sump.
If pre-Inspection run-up Indicates a problem. clean
fuel nozzles, metering unit screen. manHold valve
screen and adjust as necessary (see TCM Service
Bulletin M-84-6Rl, M78-11 or current revision as
applicable.)
Check compression. (Refer to Chapter 70-50-00).
Inspect.
Inspect, clean, regap (H necessary). reinstall. Rotate
plugs from upper to lower positions to Increase plug
IHe.
Inspect for chafing and deterioration.
Check. Adjust points and timing H necessary.
NOTE . . . Minor changes In magneto timing can be expected during normal engine service.
The time and effort required to check and adjust the magnetos to specifications Is slight and
the operator will be rewarded with longer contact point and spark plug IHe. smoother engine
operation and less corrective maintenance between routine Inspections.
NOTE At each 500 hours, the magnetos should be disassembled and Inspected according to
Magneto Service Manual.
10. Magneto Filter
11. Air Filter:
12. Alternate Air Door:
13. Throttle. Mixture Control
Shaft. Linkage and Control
Connections
14. Fuel Nozzles:
5-20-02 February 1989
Inspect for color, H white o.k., H red or
contaminated, replace.
Inspect and clean or replace as necessary.
Check operation.
Inspect control Connections. levers and linkages for
tight attaching parts. safetying and lost motion due
to wear. In periodic lubrication. add a drop of engine
grade oU on each end of the air throttle shaft and
at each end of the linkage between the air throttle
and fuel metering valve. No other lubrication is
required.
Inspect nozzles and vent man Hold for leaks or
damage. clean as required.
5-3090 UNSCHEDULED MAINTENANCE.
Detailed information required for component, part replacement, system adjustments, accessory
replacement and repair, top overhaul, etc., can be found in "Related Publicationsn listed in
Chapter 1.
No unscheduled maintenance of the categories listed above should be attempted without
consulting the applicable related publications.
NOTE . . . In case of engine overspeed, refer to the current Overspeed Limitations Service
Bulletins.
NOTE . . . In case of engine overboost, refer to the current Overboost of Turbocharged
Engines Service Bulletins.
NOTE . . . Refer to this manual or appficable service bulletins for proper procedures and
limits.
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5.30.02 February 1989
CHAPTER 70
STANDARD PRACTICES
70-00-00 GENERAL
70-10-00 LOCKWIRE PROCEDURE
I
70-20-00 CRANKCASE THREADING PROCEDURE
70-30-00 APPLICATION OF ADHESIVES
70-40-00 INSTALLATION OF GASKETS
70-50-00 CYLINDER LEAKAGE CHECK
70-50-01 Leakagechecks
70-50-02 Equipment
70-50-03 Performing The Check
JULY 1987 ?0-00-01
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70-00-02 February 1989
70-00-00 GENERAL
To facilitate and ensure proper reinstallation, tag and/or mark all parts and hardware as to
their location before they are removed or disassembled.
When removing any tubes or engine parts, look for indications of scoring, burning or other
undesirable conditions. Tag any unserviceable parts or units for investigation and possible
repair. Take extreme care to prevent foreign matter (lockwire, nuts, washers, dirt, etc.) from
entering the engine on or off the aircraft. Make use of protective caps, plugs, and covers to
ensure openings are unexposed.
GlUTION . . . Dust caps used to protect open lines should always be installed OVER the tube
en& and NOT IN the tube ends. Flow through the lines may be blocked ofjC if lines are
i~zadvertently installed with the dust caps in the tube ends.
If anything is dropped into the engine, work should be stopped immediately and the item
removed even if considerable time and labor is required.
insure all parts are thoroughly clean before assembling, especially during engine build-up.
All lockwire and cotter pins 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. Use only
corrosion resistant steel for cotter pins or lockwire..
When replacing gaskets, packings, or rubber parts, use the same type or composition as that
of the gasket that was removed.
Make sure replacement nonmetallic parts are within specified cure date and show no sign of
storage deterioration.
Use only a mallet of plastic or rawhide when installation of a part requires such force.
Loose fitting spline drives external to the engine which have no means of lubrication should
be lubricated with an anti-seize lubricant such as molylbdenum disulfide.
February 1989 70-00-03
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70-00-04 February 1989
70-10-00 LOCKWIRE PROCEDURE - RIGHT HAND THREAD ILLUSTRATIONS
1. LOCKWIRE 2. INSERTING WIRE 3. BENDING WIRE 4 TWISTING WIRE 5. PULLING WIRE
HOLES PARALLEL AROUND BOLT
I
6. BENDING WIRE AROUND BOLT
7. TWISTING WIRE 8. BENDING TWISTED WIRE 9. CUTTING EXCESS WlRE
(a) Steps in applying safety wire.
I
(b) Typical safety wire patterns
February 1989 70- 1 0-0 1
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70- 10-02 February 1989
70-20-00 CRANKCASE AND THREADING PROCEDURE
1. Use full strength non-thinned Permatex aviation grade 3D. Shake or mix well before using.
2. Apply Permatex to the threaded case half first, only in areas where thread is shown, using
short light brush strokes until an even, thin coat is obtained. The Permatex should be viscous
enough that most of the brush marks disappear. If not, use a new can of aviation Permatex.
(Allow the Permatex to air dry to a tacky condition before threading).
3. Apply Permatex to all areas listed in Step "2" above on the non-threaded crankcase half,
using the same technique.
4. Apply grade D silk thread P/N 641543 as shown in illustration, being sure that free ends
are covered by gaskets, except at oil seal.
NOTE . . . Applying thread to L/H 2,4,6 side crankcase half may allow case halves to be
assembled easier, due to gravity holding governor gear in place. Apply silk thread only in
areas illustrated.
5. Assemble crankcase halves using bolts for alignment to prevent movement of the thread
and torque all bolts in proper sequence according to figure 72-60-02 Torquing sequence as
soon as ~ossible.
SPACE THREAD
LY BETWEEN
THREAD C/C ACCORDING TO PROCEDURE
LISTED STEPS 1 THRU 5.
FIGURE 70-20. PERMATW AND THREADING PROCEDURE.
February 1989 70-20-01
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70-20.02 February 1989
70-30-00 APPLICATION OF ADHESIVES.
Adhesives and sealants will be used only in specific applications, outlined in Chapter 1
"Sealants and Lubricants".
Gasket Maker P/N 646942 - Surfaces must be clean and free of oil and grit. Apply a thin even
coat of Gasket Maker between .010 and .020 of an inch thick to the surface specified in
Chapter 1 "Sealants and Lubricants".
Gasket Maker is an easily workable tacky gel which can be extruded onto one side of a flange
surface from a tube and evenly spread, or small parts can be covered adequately by pressing
them into a saturated polyester urethane sponge or by roll coating them with a short pan
roller. Once Gasket Maker has been applied, evenly torque assembly into place. Excess material
can be cleaned by wiping (chlorinated solvent is helpful). Material on hands can be cleaned
with waterless mechanic's hand soap followed by soap and water.
February 1989 70-30-01
70-40-00 INSTALLATION OF GASKETS
All gaskets must be visually inspected prior to installation.
Following visual inspection; if the gasket shows any indication of gouges, nicks, cuts or bend
and fatigue marks, immediately replace with new, pre-inspected gasket.
Gasket surfaces must be clean and free of oils and grit. Apply a thin coat of TCM Copper
Coat #642188 to both sides of gasket unless otherwise specified. (Refer to Item No. 10 in
Chapter 1 "Sealants and Lubricants" for application of Copper Coat). Once Copper Coat has
been applied, position gasket with the Copper Coat to its respective side, according to Chapter
1 "Sealants and Lubricants". Evenly torque assembly into place without stressing gasket.
February 1989 70-40-01
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70-40-02 February 1989
70-50-00 CYLINDER LEAKAGECHECK (Compression)
GENERAL
The differential pressure test is an accepted method of determining cylinder condition by
measuring air pressure loss past the pistons, rings and valves. The operation of the equipment
is based on the principle that, for any given airflow through a fixed orifice, a constant
pressure drop across that orifice will result.
We have received reports of incorrect cylinder leakage check results caused by improper use
of test equipment and/or by the use of faulty test equipment.
To help you accurately accomplish a leakage check, we submit the following information on
leakage and use of the Master Orifice tool (Ref. Figure 70-50-01) to calibrate the leakage
checking equipment used on Teledyne Continental engines.
FACTORY CALIBRATED ORIFICE
ean with soft brush. Do Not Alter Size)
SPARK PLUG
THREADS (18MM)
NOTE: THREAD HAND TIGHT TO
SPARK PLUG ADAPTER.
FIGURE 70-50-01. MASTER ORFlCE ASSEMBLY TOOLBOROUGHS P/N 646953
Borroughs Tool & Equipment Corp.
2429 N. Burdick St.
Kafarnazoo, MI 49007
Tel. 6361345-2700
February 1989 70-50-0 1
AND CHOKE
STATIC SEAL DYNAMIC SEAL
FIGURE 70-50-02
70-50-01 LEAKAGE CHECKS
Cylinder leakage is broken down into two areas of concern, the "Static Seal" and the
"Dynamic Seal'.
Static Seal
The static seal consists of the valve to valve seat seals, spark plug to spark plug port seals
and cylinder head to barrel seal (Ref. Figure 70-50-02). No leakage of the static seal is
permissible.
Dynamic Seal
The dynamic seal consists of the piston rings to the cylinder wall seal (Ref. Figure 70-50-02).
This seal leakage can vary from engine to engine by the cylinder displacement, cylinder choke,
ring end gap and piston design.
70-50-02 EQUIPMENT
Testing equipment must be kept clean and checked periodically for accuracy as follows: Using
a line pressure of 100 to 120 p.s.i., close the cylinder pressure valve, then set the regulator
pressure valve to 80 p.s.i. The pressure in both gages should stabilize with no leakage.
The restrictor orifice dimension in the differential pressure tester (Figure 70-50-03) for
Teledyne Continental aircraft engines must be 0.040 inch orifice diameter, 0.250 inch long with
60 approach angle, and must flow 12025 cubic feet per hour at 30 p.s.i. differential pressure.
70-50-02 February 1989
Master Orifice Tod
For conformity in tester equipment, a Master Orifice Tod has been developed to calibrate
equipment and determine the low indicated leakage limit prior to the engine leakage check.
Connect compressed air at 100-120 p.s.i. to the tester with cylinder pressure valve closed.
Turn the regulator pressure valve on, adjusting pressure to indicate 80 p.s.i. Remove the dust
caps from both ends of the Master Orifice Tool and install onto your cylinder spark plug
adapter. Turn the cylinder pressure valve on and readjust regulator pressure gage to read 80
p.s.i. At this time the cylinder pressure gage indication will be the low allowable limit for
cylinder leak checks. The low allowable limit is referred to as the master orifice calibrated
pressure reading. After the master orifice calibrated pressure reading has been recorded, close
regulator pressure valve and remove Master Orifice Tool from your cylinder adapter.
A schematic diagram of a typical differential pressure tester is shown in Figure 70-50-03.
MASTER ORIFICE
(HAND TIGHT)
FIGURE 70-50-03. DIFFERENTIAL PRESSURE TESTER.
70-50-03 PERFORMING THE CHECK
The following procedures are listed to outline the principles involved, and are intended to
supplement the manufacturer's instructions for the particular tester being utilized.
WARNING . . . Magnetos and fuel must be shut off prior t o test to make certain that the
engine cannot accidentally fire.
(a) Perform the test as soon as possible after the engine is shut down to ensure that the
piston rings, cylinder walls, and other engine parts are well lubricated and at running
tolerance.
(b) Remove the most accessible spark plug from each cylinder.
(c) Turn the crankshaft by hand in the direction of rotation until the piston (in the cylinder
being checked) is coming up on its compression stroke.
(d) Install an adapter in the spark plug hole and connect the differential pressure tester to
the adapter. (NOTE: Cylinder pressure valve is in the Closed position). Slowly open the
cylinder pressure valve and pressurize the cylinder not to exceed 20 p.s.i.
February 1989 70-50-03
Continue rotating the engine against this pressure until the piston reaches top dead center
(TDC). Reaching TDC is indicated by a flat spot or sudden decrease in 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 backlash in the valve operating mechanism and to
keep the piston rings seated on the lower ring lands. This is critical because the slightest
movement breaks this piston ring sealing and allows the pressure to drop.
CAUTION . . . Care must be exercised in opening the cylinder pressure valve, since sufficient
air pressure will be built up in the cyIin&r and cause it to rotate the cranhhaft if the piston
is not at TDC. It is recommended that the propeller be secured during check to prevent
possible rotation.
(e) Open the cylinder pressure valve completely. Check the regulator pressure gage and
adjust, if necessary, to 80 p.s.i.
(f) Observe the pressure indication on the cylinder pressure gage. The difference between
this pressure and the pressure shown by the regulator pressure gage is the amount of leakage
through the cylinder. If the cylinder pressure gage reading is higher than the previously
determined master orifice calibrated pressure reading, proceed to the next cylinder leak check.
If the cylinder pressure gage reading is tower, proceed with the following.
Stixtic Seal Check (Figure 7 0 - m )
(g) The source of air leakage should first be checked for the static seal. Positive identifica-
tion of static seal leakage is possible by listening for air flow sound at the exhaust or
induction system cylinder port. When checking for cylinder head to barrel leakage, use a soapy
solution between the fins and watch for bubbles. Use a soapy solution also around both spark
plug seals for leakage. NO LEAKAGE IS ALLOWED IN STATIC SEALS.
(h) If leakage is occurring in the intake or exhaust valve areas, it may be possible to correct
a low reading by staking the valves. This is accomplished by placing a fiber drift on the
rocker arm directly over the valve stem and tapping the drift several times with a hammer to
dislodge any foreign material that may be between the valve face and seat.
CAUTION . . . When correcting a low reading in this manner, rotate the propeller so the
piston will not be at TDC. This is necessq to prevent the valve from striking the top of
the piston in some engines. Rotate the propeller again before rechecking leakage to reset the
valves in the n o d manner.
NOTE . . . When the rocker cover is removed, inspect valve springs, valve retainers, and valve
stem for wear. This may have contributed to the valve leakage.
(i) If leakage is noted between the cylinder head and barrel, REPLACE THE CYUNDER. If
leakage cannot be corrected at the valves by "staking", the cylinder must be removed and
repaired before a Dynamic Seal Check.
NOTE . . . When the cylinder is removed, with the spark plugs installed, inspection can be
accomplished by filling the inverted cylinder bore with nonflammable solvent and then
inspected for leaks at the static seal areas.
(j) If the cylinder was removed for static leakage, replacement or repair, inspect piston ring
gap and cylinder wall for tolerance (Ref. Dynamic Seal, Figure 70-50-02). Once the piston and
the cylinder have been cleaned, inspected, and ring gap tolerances have been met, reassemble
to the engine.
70-50-04 February 1989
70-50-04 Dynamic Seal Check
(k) To check the dynamic seal of a cylinder, proceed with the leakage test and observe the
pressure indication of the cylinder pressure gage. The difference between this pressure and the
pressure shown by the regulator gage is the amount of leakage at the dynamic seal.
(I) If the leakage is below the previously determined low cylinder gage reading, loss past the
dynamic seal may be due to piston ring end gap alignment or by the piston and piston rings
angular direction in the cylinder bore (Figure 70-50-04).
TOP COMPRESSION
DIRECTION
MOVEMENT
TOP COMPRESSION
MOVEMENT
FIGURE 70-50-04
First assure that the piston and piston rings are centered. This may be accomplished by
reducing regulator pressure to 20 p.s.i. and working piston through TDC several times, bringing
the piston to TDC in the normal direction of engine rotation. Adjust regulated pressure to 80
p.s.i. and determine amount of loss. If the gage reading is higher than the previously
determined master orifice calibrated reading, proceed to next cylinder to be tested.
NOTE . . . Piston ring rotation within the ring land is a normal design characteristic. As
illustrated in Figure 70-50-04, the compression ring location may have a direct bearing on the
dynamic seal pressure check. Therefore, we suggest you complete the test in the opposite
direction if readings are below prescribed limits.
(m) If recheck of cylinder pressure gage reading indication remains below allowable loss,
engine may be run-up to operating temperature and rechecked prior to cylinder being removed
and repaired. Rework of cylinders should be accomplished as outlined in this engine overhaul
manual and service bulletins.
February 1989 70-50-05
in 'nitake Port
Seat Seal in Exhaust Port
STATIC SEAL
(NO LEAKAGE
PERMISSIBLE)
Replace Cyi~nder
DYNAMIC SEAL
FIGURE 70-50-05
70-50-06 February 1989
CHAPTER 72
ENGINE RECIPROCATING
72-00-00 GENERAL
72-00-01 introduction
72-00-02 Crankcase
72-00-03 Crankshaft
72-00-04 Connecting Rods
72-00-05 Camshaft
72-00-06 Pistons
72-00-07 Lifters
72-00-08 Cylinders
72-00-09 Gear Train
72-00-10 Lubrication System
72-00-1 1 Valve Mechanism
72-00-12 Induction System
72-00-1 3 Exhaust System
72-00-14 ignition System
February 1989 72-00-0 1
INTENTlONAUY
LEFT
BLANK
72-00-02 February 1989
72-00-00 GENERAL
The operating limits and specifications listed in this section are applicable to the TSIO-520
aircraft engine. Consult Chapter 76, 77 and 80 for additional operating procedures.
For time between overhaul (TBO) for TSIO-520 series engines, see the latest TBO Service
Bulletin (Revised Recommended Overhaul Periods For All Teledyne Continental Aircraft
Engines). Accessories supplied with engines by TCM are considered to have the same TBO;
with criieria for service and longevity outlined in current TCM 'TBO Service Bulletins, unless
otherwise specified.
ENGINE SPECIFICATIONS
. . . . . . . . . . . . . . . . . . . . . .
Manufacturer Teledyne Continental Motors
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Model TSIO-520
wi nders
Arrangement. . . . . . Individual cylinders in a horizontally opposed position
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compression Ratio 7 3 1
. . . . . . . . . . . . . . . . . . . . . . . . . . . Firing Order 1-6-3-2-5-4
. . . . . . . . . . . . . . * Cylinder Head Temperature Maximum Allowable. 460F
*Indicates temperature measured by Bayonet Thermocouple, (Aeronautical Standard
AS234 element or equivalent), installed in boss in bottom of cylinder head.
-
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Number of Cylinders 6
Numbering (Accessory toward propeller end):
. . . . . . . . . . . . . . . . . . . . . . . . . .
Right Side Cylinders 1-3-5
. . . . . . . . . . . . . . . . . . . . . . . . . . .
Left Side Cylinders 2-4-6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bore (Inches) 5.25
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stroke (Inches) 4.00
. . . . . . . . . . . . . . . . . . . . . . .
Piston Displacement (cu. in.) 520
TOTAL BASIC ENGINE WEIGHT - DRY (No oil in sump)
(Subject to product TS10-5204
variation of + 2.5%) TSlO-520-G
TSIO-520-H
TSlO-520-M
TSI 0-520-P
TSIO-520-R
TSI 0-520-T
TSIO-520AE
TSIO-520AF
TSIO-520-CE
Complete Engine Includes:
459.0 Lbs.
459.0 Lbs.
459.0 Lbs.
461.0 Lbs.
461 .O Lbs.
455.0 Lbs.
492.0 Lbs.
404.0 Lbs.
533.0 Lbs.
527.0 Lbs.
Crankcase assembly, crankshaft assembly, camshaft assembly, valve drive train, cylinder
assemblies, piston & connecting rod assemblies, oil sump assembly, intercylinder baffling,
alternator, starter, starter adapter assembly, lubrication system (includes oil filter), accessory
driies, ignition sys;tem (includes spark plugs), fuel injection system (includes starting primer),
induction system, exhaust system, all engine attaching hardware, hoses, clamps and fiings.
February 1989 72-00-03
DOES NOT INCLUDE:
Outer cylinder baffling, prop governor, airframe to engine control cables, attaching hardware,
hose clamps and fittings.
OPERATING UMITS
ENGINE MODEL RATED MAX. CONT. BHP REC. MAX. CRUISE BHP
Crankshaft Speed - RPM
Rated Maximum Continuous Operation . . . . . . . . . . . C,G,H,M,R,T & CE 2700
Rated Maximum Continuous Operation . . . . . . . . . . . . . . . . P & AF 2600
Rated Maximum Continuous Operation . . . . . . . . . . . . . . . . . . AE 2400
Rated Maximum Take-Off . . . . . . . . . . . . . . . . . . All Except AE 2700
Rated Maximum Take-Off . . . . . . . . . . . . . . . . . . . . . . . . AE 2400
Recommended Max. for Cruising (75% Power) . . . . . . . . . All Except AE 2500
Recommended Max. for Cruising (75% Power) . . . . . . . . . . . . . . . AE 2400
Intake Manifold Pressure (In. Hg.)
Maximum Take-Off . . . . . . . . . . . . .
Maximum Continuous . . . . . . . . . . . .
See Performance Chart (Chapter 76)
Recommended Continuous Max. for Cruising . . . . . . . . See Performancechart
Fuel Control System . . . . . . . . . . . Continental Continuous Flow Injector
Unmetered Fuel Pressure (P.S.I.G.) . . . . . . . (See Operating Limits 77-00-01)
Fuel (Min. Grade) . . . . . . . . . . . . . . . . . Aviation Grade 100 or lOOLL
WARNING . . . The use of a lower octane rated fuel can result in destruction of an engine
the first time high power is applied. This would most likely occur on takeoff. If the aircraft
is inadvertently serviced with the wrong grade of fuel, the fuel tank must be completely
drained, properly serviced, and the proper engine inspection completed.
Oil: (First 25 hours of operation . . . . . . . . . . Mineral (nondetergent) Oil or
Corrosion Preventive Oil Corresponding to MlL-C-6529 Type II
Oil Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . .MHS-24 or MHS-25
Normal Service
All Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15W-50
2OW-50
Below 50F. Ambient Air (Sea Level) . . . . . . . . . . . . . . SAE30 or IOW-30
Above 30F. Ambient Air (Sea Level) . . . . . . . . . . . . . . . . . . . SAE50
Oil Sump Capacity . . . . . . . . . . . . . . . See Operating Limits Section 77-00-01
72-00-04 February 1989
Max. Oil Consumption (Lb./BHP/Hr. Max. at Rated Power at RPM)
A U MODELS -
.006 LBS. X % POWER
100
Oil Pressure
Idle, Minimum, psi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Normal Operation, psi . . . . . . . . . . . . . . . . . . . . . . . . 30 to 60
Oil Temperature Limits
Minimum for Take-Off . . . . . . . . . . . . . . . . . . . . . . . . 240C/7!jF
Maximum Allowable . . . . . . . . . . . . . . . . . . . . . . . . 1 1 0C/2400F
Recommended Cruising . . . . . . . . . . . . . . . . . . 71 0-820C/1 6O0F-1 80F
IGNITION TIMING O BTC
IGNITION TIMING O BTC RIGHT LEFT
TSI 0-5204
TSIO-520-G
TSIO-520-H
TSIO-520-M
TSIO-520-P
TSIO-5204
TSIO-520-T
TSIO-520AE
TSIO-520-AF
TSIO-520-CE
ACCESSORIES
The following magnetos equipped with an appropriate harness are eligible on these engines at
the indicated weight change.
Wt. Change
One each TCM S6RN-201 and S6RN-205 . . . . . . . . . . . . . . . . . . . None
One each TCM S6RN-1201 and S6RN-1205 . . . . . . . . . . . . . . . . . + 1 Ib.
Two TCM S6RN-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 1 lb.
Two Slick Electro Model 662 or 680 . . . . . . . . . . . . . . . . . . . +2 Ib.
TWO TCM S6RN-1225. . . . . . . . . . . . . . . . . . . . . . . . . . . + 1 lb.
Two Slick Electro Model 6210/6220 . . . . . . . . . . . . . . . . . . . . -3 Ib.
The following spark plugs are approved for use in all engines covered in this manual.
ALL MODELS
USE: TCM 630533,632740,635860,632465,632475,
646632,646631,646090,641 977,646089
AUBURN 273,283,293
February 1989 72-00-05
CHAMPION RHB32E, RHB32S, RHB36S
SMITH RSH35-BR/1, RSH35-8R, RSE35-8R/1
72-00-01 INTRODUCTION
The arrangement and appearance of the engine components are indicated in Subsection 1-10-
04. It will be observed that minimum length has been achieved by mounting the starter on
right angle and by mounting the magnetos in the forward side of the accessory gear compart-
ment formed by the crankcase castings at the rear. The magneto location also serves to
shorten the high tension ignition cables as much as possible.
On the crankcase, an oil cooler is located in front of the No. 5 cylinder. A full Row oil filter
is used in place of the integral type screen.
Configuration differences of the TSIO-520 engines are the oil sump, either cast aluminum or
stamped aluminum sheet metal; cylinders - straight valve versus inclined valve, various
induction systems, balance tubes and fuel injection assemblies.
Specific detail part differences in the TS10-520 Sandcast Series will be noted in the Parts
Catalog (X30579A).
72-00-02 CRANKCASE
-
Two aluminum alloy castings are joined along the vertical center plane to form the complete
crankcase. The individual castings (with studs and inserts) will be referred to as the "left
crankcase" and "right Crankcase" throughout this publication.
A Bosses molded in the crankcase castings are line bored in the assembled castings to form
bearings for the camshaft and seats for precision, steel-backed, lead alloy lined crankshaft
main bearing inserts. Guides are bored through lateral bosses for tappets and for the governor
drive shaft. A needle bearing is pressed into the right crankcase, to the right of the rear
main bearing, to support the front end of the starter shaftgear.
B. Cylinder mounting pads on the left crankcase are farther forward than the corresponding
pads on the right crankcase to permit each connecting rod to work on a separate crankpin.
Each pad has six studs and two through bolts, except the TSIO-520-CE which has seven studs
and two through bolts, for attaching cylinder base flanges. The propeller governor mount pad
is located at the left hand lower front comer. On the right sandcast crankcase an oil cooler
mounting pad is located at the front.
C. The crankcase interior is ventilated by a breather that is located on the foward 2-4-6
side.
NOTE . . . Engine crankcase halves are a machined set - do not mix-match with any other
set.
72-00-03 CRANKSHAFT
The method of numbering the crankshaft journals and cheeks is illustrated in Figure 72-00-03.
Main journals, rod journals, and crankshaft cheeks are identified by letters and location
numbers.
72-00-06 February 1989
(a) Main Journal - M.J.
(b) Rod Journal - R.J.
(c) Crankshaft Cheek - C.C.
Counterweights are supplied in matched pairs with the bushings installed. This is necessary to
assure that their weight difference does not exceed 2 grams.
The counterweight order number designates the vibration order the counterweight is absorbing.
If a vibration occurs six times per revolution, the counteweight which has been tuned to
counteract this frequency of vibration is designated a 6th order counterweight. Similarly, if a
vibration occurs five times per revolution, the counteracting counterweight is designated a 5th
order counterweight.
Counterweights are installed on hanger blades located on the crankshaft #2 cheek (2 counter-
weight configuration), and on the #2 and #5 cheeks (4 counterweight configuration.) Where
sixth order counterweights are used, they should always be installed on the #2 cheek. In the
case of a crankshaft having 2 counterweights, one 4-1/2 order and one 6th order, they should
be installed on the #2 cheek, opposite each other. It makes no difference on which side they
are installed.
A neoprene oil seal, which is stretched over the crankshaft flange, and a split retainer ring
are 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.
72-00-04 CONNECTING RODS
The "In beam type connecting rods have split bronze piston pin bushings and two identical
precision inserts (of the same type as the main bearings), at the crankpin end. Weight
variation of rods in any one pair is limited to 112 ounce in opposite bays.
February 1989 72-00-07
72-00-05 CAMSHAFT
A steel alloy forging is machined on four journals, nine cam lobes and the gear mount flange
at the rear end. The lobes and journals are ground and hardened. A groove around the front
journal passes engine oil from the right crankcase cross passage to the left case passage. The
camshaft gear is attached by four unequally spaced bolts to locate its timing mark in relation
to the cam lobes.
72-00-06 PISTONS
Pistons are aluminum alloy castings with a steel insert casted into the top ring groove. The
skirts are solid and have cylindrical relief cuts at the bottom to clear the crankshaft counter-
weights. Pistons have three ring grooves above the pin hole and one ring groove below.
Compression rings are installed in the top, second and the groove below the pin hole. A
center grooved and dotted oil ring is installed in the third groove, which has six oil drain
holes to the interior. Weights are limited to 1/2 ounce in opposing bays. Piston pins are full
floating ground steel tubes with permanently pressed-in aluminum or bronze end plugs.
72-00-07 LIFTERS
The barrel type hydraulic lifters may be removed and replaced without complete disassembly of
the engine. Construction and operation of the lifters are described in Section 72-00-1 1.
72-00-08 CYLINDERS
The externally finned aluminum alloy head castings are heated and valve seat inserts and valve
guides are installed before the head is screwed and shrunk onto an externally finned steel
alloy barrel to make the permanent head and barrel assembly. Special 18mm helical coil thread
inserts are installed in upper and lower spark plug holes. Smaller helical coils are installed in
intake manifold attaching bolt holes. Both the intake and the exhaust ports are on the
bottom of the head when the cylinder is installed. Exhaust valve faces are Stellite No. 6 and
stem tips are hardened. Valve stems are solid. Outer retainers of the two concentric springs
surrounding each valve are locked to the stems by tapered, semi-circular keys which engage
grooves around the stems. Rotocaps are installed on intake and exhaust valves. inner spring
retainers are pressed steel. Valve rocker covers are aluminum alloy castings. Rocker shafts are
ground steel tubes with a hole drilled in one end at a 90 degree angle to the longitudinal axis
and tapped for retaining screws. The two inside rocker shaft bosses are drilled for the 5/16
inch rocker shaft retaining screws. Valve rockers are steel forgings with hardened sockets and
rocker faces and pressed-in bronze bearings. They are drilled for lubrication. Pushrods are
constructed of steel tubes and pressed-in, hardened, forged steel ball ends, which are center
drilled for oil passages. The pushrod housings are beaded steel tubes. The bead at the cylinder
end retains a packing ring between two washers. The bead at the crankcase end retains a
heavy spring, washer, packing, ring and second washer. The cylinders are nitrided for
hardening.
72-00-08 February 1989
72-00-09 GEAR TRAIN (See Figure 72-00-09).
A. When starting engine, torque is transmitted from the starter (18) through adapter com-
ponents (19 thru 24) to crankshaft gear (1). As wormwheel (22) is turned, clutch spring (23)
mounted on its hub, is tightened to grip knurled drum of shaftgear (24). This design eliminates
wear and stress encountered in direct drive starter systems. After engine is started, spring
returns to its normal position, thus disengaging starter. The shaftgear (24) is now used to
'
transmit torque from the crankshaft gear to the generator drive pulley.
B. Torque from the crankshaft (2) is transmitted by the crankshaft gear (1) directly to the
idler gear (14) and camshaft gear (3).
C. The idler gear, rotating in a counterclockwise direction, drives magneto driie gears (16
and 17). Optional accessories mounted on crankcase upper rear are driven by internal splines
of magneto drive gears.
D. The fuel pump drive gear (25) is driven by the camshaft cluster gear (3). The splined end
of the oil pump and tachometer drive gear (8) mates with the internal splines of the camshaft
gear and transmits torque to the oil pump driven gear (9) and tachometer drive gear (10). The
scavenge pump forces oil back to the sump after the turbocharger is lubricated. The governor
drive bevel gear (6) on the front of the camshaft (4) drives the governor driven bevel gear
(7).
February 1989 72-00-09
FIGURE 72.00.09 . GEAR TRAIN DIAGRAM
. . . . . . . . . . . . Crankshaft Gear
Crankshaft . . . . . . . . . . . . . .
. . . . . . . . . Camshaft Cluster Gear
Camshaft . . . . . . . . . . . . . . .
. . . . . . . . . . . Hydraulic Lifter
. . . . . . . Governor Drive Bevel Gear
. . . . . . Governor Driven Bevel Gear
Oil Pump and Tachometer Drive Shaftgear
. . . . . . . . . Oil Pump Driven Gear
. . . . . . Tachometer Drive Bevel Gear
. . . . . . . . . Tachometer Shaftgear
. . . . . . Scavenge Pump Driven Gear
. . . . . . . Scavenge Pump Dri~er Gear
. . . . . . . . . . ldler Gear Assembly
. . . . . . . . ldler Gear Support Pin
. . . . . . . . Left Magneto Drive Gear
. . . . . . Right Magneto Drive Gear
. . . . . . . . . . . . . . . . Starter
Worm Drive Shaft . . . . . . . . . . .
. . . . . . . . . . . Worm Shaft Spring
. . . . . . . . . . . Starter Worm Gear
. . . . . . . . . . Starter Worm Wheel
. . . . . . . . . . . . . Clutch Spring
. . . . . . . . . . . Starter Shaftgear
. . . . . . . . . Fuel Pump Drive Gear
72-00-1 0 February 1989
72-00-10 LUBRICATION SYSTEM (See Figure 72-00-10).
A. The engine driven gear-type oil pump draws oil from the sump through the oil suction
tube and crankcase oil passage. From the gear chamber, oil is directed to the oil filter
chamber and tachometer driie gear. A filter by-pass valve is incorporated in the pump housing
in the event that the filter becomes clogged.
8. After leaving the pump, oil is directed through passages to the right crankcase oil gallery.
Right side valve lifters and guides are lubricated by passages leading off this gallery. An oil
temperature control valve is located at the front end of the right oil gallery to regulate oil
temperature within specific limits. When oil reaches a temperature high enough to require
cooling, the control valve expands and blocks passage, directing oil to the cooler. From the
control valve cavity, oil is directed to the camshaft passage. A groove around the front of the
camshaft directs oil to the front camshaft bearing and left crankcase oil gallery.
C. Lubricating oil is directed to the governor driie bearing and propeller governor through
passages off the left oil gallery. Oil is channeled through a discharge port to the crankshaft
oil transfer collar, which directs it to the crankshaft interior.
D. Passageways from the left oil gallery direct oil to the main bearings and left side valve
lifters.
E. Four drilled passages, radiating from the rear main bearing, conduct lubricating oil to the
adapter ports of the fuel pump drive, right and left magneto and accessory drives and to
starter shaftgear bearing. An intersecting passage directs oil to the idler gear support.
F. Each cylinder wall and piston is lubricated by individual oil squirt nozzles. These nozzles
direct a continuous stream of oil at the piston inner dome.
G. Oil is returned to the sump through a system of oil transfer tubes and drain holes.
February 1989 72-00-1 1
WASTEGATE CONTROLLER
GOVERNOR PA0
----
-.-.--
OIL SUCTKN
........ ..-
OIL mnu RELIEF VALVE
OIL TMRU OIL TUZI I ATURE
-
COumOL VALVE
---
OIL UNOEII WUUIIE
OIL FRQI (KMEMIDII
FIGURE 72-00-10. LUBRICATION SYSTEM.
72-00- 12 February 1989
72-00-1 1 VALVE MECHANISM
Oil fed to hydraulic valve lifters, under pressure from the hollow camshaft, is divided between
the overhead system, the lifter guide surfaces, and the reservoirs inside the lifters. The oil
which reaches the pushrod ends is forced through the pushrods to the drilled rockers and the
groove between their bushings. Each intake and exhaust valve rocker directs a portion of its
oil through a squirt nozzle towards the exhaust valve stem. The oil spray from the rockers
lubricates the valve stems and springs. Oil is returned to the crankcase through the pushrod
housings which are sealed to the cylinder heads and crankcase by rubber packings. Drain holes
in valve lifter guides direct the returning oil to the sump.
The barrel type hydraulic lifter (See Figure 72-00-11) consists of a steel body (I), an expand-
ing spring (2), and a check valve assembly (3, 4 and 5), a plunger (6), a socket (7) for
pushrod end, and a retaining ring (8). A groove (9), around outside of body picks up oil from
crankcase supply hole. From the exterior groove, oil is directed to interior body groove (11)
through hole (10) and from the interior groove through the hole to the reservoir (12). Oil is
withheld from reservoir (15) by check valve ball (5) which is supported by a spring (4) and
retainer (3). The check valve is opened by outward motion of the plunger under pressure of
the expanding spring whenever a clearance occurs in the valve train. Thus the body reservoir
is kept full of oil which transmits lifting force from the body of plunger. The plunger and
socket are selectively fitted to the body to permit a calibrated leakage so the lifter will
readjust its effective length after each cycle, while cylinder valve is closed, to return "lash
in valve train to zero.
72-00-12 INDUCTION SYSTEM
The air induction system used on the TSIO-520 Series Engines consists of intake tubes, a
balance tube, connecting hoses, clamp assemblies, air throttle fuel metering control and a
turbocharger. The air throttle assembly may be located either at the rear of the engine
supported by brackets or below the oil sump supported by an inverted manifold assembly. The
systems are provided with a drain valve at the lowest point in the manifold assembly to
remove any fuel that may collect there.
2. Spring, plunger
3. Check bail retainer
4. Spring, check ball
5. Check ball
8. Ring, retaining
9. Oil groove, exterior
10. Oi l inlet, body
11. Oi l groove, interior
12. Oi l reservoir, plunger
13. Hole, oil discharge
14. Oi l reservoir, body
February 1989 72-00-1 3
The throttle assembly is connected to the elbows at the rear cylinder intake tubes by
connector hoses and clamps. This assembly is then connected to the center intake tubes and
the center to the front intake tubes in the same manner. Each intake tube is attached to the
cylinder by a welded flange and four bolts, and is sealed by a gasket. The front cylinder
intake tubes are connected by a balance tube assembly. The balance tube incorporates a boss
and is supported by a bracket attached to the front of the oil sump.
The engine rear elbows are joined by a manifold riser connected by hoses and clamps. On all
models the rear elbows are attached to the center intake tubes and in turn the center intake
tubes are connected to the front intake tubes by means of connector hoses and clamps. The
front cylinder intake tubes are connected by a balance tube assembly. A boss on the balance
tube is provided for fuel drain provisions to prevent hydrostatic lock. The balance tube is
supported by a bracket assembly attached to the front of the sump.
72-00-1 3 EXHAUST SYSTEM
Exhaust systems for the TS10-520-C, G, H, M, PI R, AE, AF & CE are supplied by the aircraft
manufacturer. The exhaust system that will be discussed in this manual is that for the TSIO-
520-T which is supplied by Teledyne Continental Motors. The exhaust system consists of an
exhaust collector, two elbow risers, four tee risers, various tubes, couplings, turbocharger
mounting flange, turbocharger, wastegate and actuator. The collector assembly routes exhaust
flow to the turbocharger turbine which driies the compressor section for compressed intake
air. Turbine RPM is determined by the amount of incoming exhaust flow which is adjusted by
the wastegate and actuator. The actuator is controlled by the variable pressure controller. Oil
pressure for the turbocharger system is engine supplied.
72-00-14 IGNITION SYSTEM
A. High voltage current is generated and distributed to the upper spark plugs of the right
side cylinders and lower spark plugs of the left side cylinders by a magneto mounted on the
right side of the crankcase. An identical magneto mounted on the left side of the crankcase
produces the current for the upper spark plugs of the left side cylinders and lower spark
plugs of the right side cylinders. The high tension cables pass through braided flexible,
shielded conduit assemblies which are connected to the magnetos by coupling nuts and to the
spark plugs by elbows. The magnetos are driien through impulse couplings which incorporate
springs and counterweighted latches. When cranking the engine, the latches engage magneto
body stops to retard the rotors and ignition spark. Retarding the magneto rotors serves to
retard ignition spark until the piston reaches top center at the beginning of the power stroke
and to attain full secondary coil voltage as the rotor is spun rapidly through the breaker
opening position at which the spark occurs. As engine speed increases, centrifugal force
disengages the latches, and the magnetos are driven at full advance.
B. In engine models which employ the retard breaker system, the left magneto incorporates
dual breakers which retard ignition spark during engine cranking. During the engine cranking
period the right magneto is grounded and inoperative. The retard breaker, in the left magneto,
is actuated by the same cam as the main breaker, and is so located that its contacts will open
at a predetermined number of degrees after the main breaker contacts open. A battery-
operated starting vibrator furnishes electrical current to the magneto for retarded ignition
starting, regardless of engine cranking speed. The retarded ignition is in the form of a
"shower" of sparks instead of a single spark as obtained from the impulse coupling magneto.
When the engine starts and the ignition start switch is released to return to its "BOTH"
position, the vibrator circuit and the retard breaker circuit becomes inoperative.
Simultaneously the right magneto circuit becomes operative and both magnetos are firing at
full advance position.
72-00-1 4 February 1989
C. Some engine models are equipped with pressurized magnetos. Bleed air is routed through
tubes to the magnetos for pressurimtion (Ref. 72-00-14).
NOTE . . . Engine kickback while cranking may cause damage to the engine and is an
indication of malfunctioning magneto retard system (impulse couplings or retard breaker
system not functioning properly).
FIGURE 72-00.14. PRESSURIZED MAGNETO INSTALLATION.
February 1989 72-00-1 5
INTENTIONALLY
LEFT
BLANK
72-00-1 6 February 1989
SECTION 72-10
DISASSEMBLY
72-10-00 DISASSEMBLY
General
Extent of Disassembly
Parts to be Discarded
Preliminary Cleaning
Ignition System
Fuel Injection System
Magneto and Accessory Drives
Induction System
Oil Sump
Oil Cooler
Alter~ator Assembly
Starter and Starter Drive Adapter
Oil Pump Assembly
Cylinders and Pistons
Crankcase
Camshaft Assembly
Crankshaft Group
Exhaust System
Optional Accessories
INTENTIONALLY
LEFT
BLANK
72-10-01 GENERAL
Instructions in this section are based on the assumption that all parts attached by the aircraft
manufacturer, except optional pumps have been removed.
Accessories supplied by the engine manufacturer may be serviced according to instructions
supplied by the applicable accessory manufacturer.
ENGINE REMOVAL INSTRUCTIONS
Properly identify each part by marking or tagging as it is disconnected from the engine, to
aid in reinstallation.
NOTE . . . If the engine is being removed to be placed in storage, accomplish steps listed in
Section 72-80-03, "Indefinite Storage", prior to removal.
1. Turn all cockpit switches and fuel selector valves OFF.
2. Drain the engine oil from the sump. Replace drain plug and tighten.
3. Disconnect the battery ground cable.
4. Disconnect the starter cable.
5. Tag and disconnect the engine wiring bundle from the following components.
a. Magnetos
b. Alternator
c. Tach Generator
d. Oil Temperature Bulb
e. Cyiinder Head Temperature Bulb
f. Remove all clamps attaching engine wire bundle to engine components and route
clear of the engine.
6. Disconnect propeller, throttle, and mixture control cables.
7. Disconnect fuel, manifold pressure and oil hoses from engine.
8. Remove exhaust system.
9. Remove the propeller in accordance with airframe manufacturer's instructions.
10. Remove engine to airframe connections in accordance with airframe manufacturer's
instructions.
Attach a hoist to the engine lifting eye and relieve the weight from the engine mounts.
CAUTION . . . Place a suitable stand under the aircraft tail section load bearing area f jack
pad or A/ C tie down eye) before removing the engine. The loss of weight ;may cause the tail
to drop.
11. Remove the engine mounts.
12. Hoist engine vertically out of the nacelle and clear of the aircraft.
NOTE . . . Hoist engine slowly making sure that all wires, lines and hoses have been discon-
nected.
13. Install engine on a transportation stand, dolly, or on the engine shipping container base.
72-10-02 EXTENT OF DISASSEMBLY. Line drawings reproduced in this section are similar to those used
in the parts catalog. The location of components and attaching parts in the illustration will be
sufficient to enable personnel to accomplish disassembly operations.
72-10-03 PARTS TO BE DISCARDED. Discard all shakeproof washers, lockwires, tab washers, rubber seal
rings, oil seals, gaskets, cotter pins, Rex hoses, hose connectors and magneto coupling
(rubber) bushings in such a manner that they will not be used again inadvertently. Care should
be taken in removing gaskets from aluminum parts by scraping. Such removal should be
delayed until the part is to be cleaned. Refer to Service Bulletin M85-12, "100% Replacement
Parts".
72-10-04 PRELIMINARY CLEANING. Spray or brush with a solvent used for general cleaning of engine
parts. Remove caked dirt on bolt heads and nuts especially. At the same time the oil sump
drain plugs should be removed to drain any remaining oil.
CAUTION . . . Do not use a caustic or even mild alkaline cleaning solution for external
precleaning, as these solutions will also remove the "anodized" finish of aluminum parts.
72-10-05 IGNITION SYSTEM (See Figure 72-10-05).
A. Remove four sets of attaching parts (32, 31) and cable outlet plate (1) from each magneto
(27).
B. Remove outlet plate grommet (2) and cable outlet plate (1) from ignition cables (3 thru
14). Remove ignition leads from spark plugs (21).
C. Remove clamps (18) by removing attaching parts (19). Remove attaching parts (24, 25) and
remove clamp (23).
D. Remove ignition harness assembly from engine and discard.
E. Remove two sets of attaching parts (30, 29, 28), magnetos (27) and gaskets (26).
F. On models utilizing magneto pressurization, remove clamp (53), hoses (54), tee (57), filter
(56) and hose (55).
FIGURE 72-10-05. EXPLODED VIEW OF IGNITION SYSTEM.
High Tension Cable Outlet Plate
Outlet Plate Gromment
Cable Assy, to No. 1 Lower Spark PIug
Cable Assy. to No. 6 Lower Spark Plug
Cable Assy. to No. 3 Lower Spark Plug
Cable Assy. to No. 2 Lower Spark Plug
Cable Assy. to No. 5 Lower Spark Plug
Cable Assy. to No. 4 Lower Spark Plug
Cable Assy. to No. 1 Lower Spark Plug
Cable Assy. to No. 6 Lower Spark Plug
Cable Assy. to No. 3 Lower Spark Plug
Cable Assy. to No. 2 Lower Spark Plug
Cable Assy. to No. 5 Lower Spark Plug
Cable Assy. to No. 4 Lower Spark Plug
Coupling Nut
Brass Washer
Cable Piercing Screw
Two-Wire Cable Clamp
Round-Head Rivet
Spark Plug Terminal Sleeve 39.
Approved Spark Plug 40.
Brace (Assembled on Crankcase)
Clamp 41.
Lockwas her 42.
Round-Head Screw 43.
Magneto Gasket 44.
Magneto
Magneto Holding Washer 45.
Lockwas her 46.
Plain Hex Nut 47.
Lockwasher 48.
Fillister-Head Screw 49.
Hex Coupling Nut 50.
Outer Ferrule 51.
Inner Ferrule 52.
Insulation Sleeve 53.
Brass Washer 54.
Spring 55.
56.
57.
Screw, Electrode
Sleeve, lngition
Cable
Washer
Spring
Drive Ferrule
Drive Ferrule,
Plug End
Nut, Spark Plug End .
Cable Piercing Pin
Sleeve
Elbow Assembly
Grommet
Ferrule, Cable lnner
Ferrule, Cable Outer
Nut, Spark Plug End
Clamp
Hose
Hose
Filter
Tee
72-1 0-06 FUEL INJECTION SYSTEM,
TSIO-520-C, G, H, My P, R & AF (See Figure 72-10-06 A).
A. Disconnect six fuel discharge tubes (2) from manifold valve (4) and nozzles (3). Compress
spring legs of each clamp (I), and remove tubes and clamps. Disconnect hose assembly (5)
from manifold valve and fuel control unit (22). Remove nozzles (3) and store in a clean
container.
B. Disconnect hose assemblies (5 and 7) from fuel pump (30) and fuel control unit (22),
remove hose assemblies.
C. Remove fuel control shroud (12). Remove cotter pins (14) and washers (15 and 16).
Remove link rod assembly (17 thru 21). Remove standoff bolts (13), tab washers (14) and
separate fuel control from throttle body (24) or (41 ).
0. Remove attaching parts (27, 28, 29) and remove fuel pump (30) and fuel pump shroud
assembly (26) as a unit. Remove shroud (26) from fuel pump. Remove gasket (31) from
crankcase studs. Remove coupling (35) fuel pump drive gear (32) and plug (33) from crankcase
cavity.
NOTE . . . Further disassembly of the fuel injection system components is not advised unless
proper test equipment is available.
NOTE . . . For further information, refer to Teledyne Continental Fuel Injection Systems
Overhaul Manual and Parts Catalog, Form X30593A.
FIGURE 72-10-06A. FUEL INJECTION SYSTEM, TSIO-5204, G, H, M, P, R, T & AF.
Clamp, Fuel Discharge Tube
Tube, Fuel Discharge
Nozzle Assembly
Fuel Manifold Valve Assembly
Hose Assembly
Hose Assembly
Hose Assembly
Nut
Washer, Lock
Washer, Plain
Shroud, Fuel Control
Bolt, Standoff
Washer, Tab
Cotter Pin
Washer, Plain
Washer, Wave
Nut
Rod End
Spring
Nut
Link Rod
Fuel Control Unit
Air Throttle Body
(C,G,H,M,P,R,AF)
Air Throttle Body (T)
Grommet
Shroud, Fuel Pump
Nut
Washer, Lock
Washer, Plain
Fuel Pump Assembly
Gasket
Gear
Plug
Bracket
Coupling
FUEL INJECTION SYSTEM,
TSlO-520-AE (See Figure 72-10-06 B).
A. Remove hoses (23, 24), fuel pump to air throttle body and air throttle body to fuel
manifold valve.
B. Remove attaching parts (3, 4, 5) and pull pump (2) from crankcase. Separate shroud (6)
from pump. Remove coupling (44, gasket (1) and fuel pump drive gear (42).
C. Remove air throttle body (1 8) from intake elbows.
D. Remove clamp (46) from bracket (45) and separate fuel discharge tubes (39) from nozzles
(40) and fuel manifold valve (27).
E. Remove fuel manifold valve (27 thru 38) from crankcase. Remove cover (34) and separate
components (31,32,33).
F. Remove fittings only as required.
NOTE . . . Further disassembly of the fuel injection system components is not advised unless
proper test equipment is available.
NOTE . . . For further information, refer to Teledyne Continental Fuel Injection Systems
Overhaul Manud and Parts Catalog, Form X30593A.
FIGURE 72-10-06B. FUEL INJECTION SYSTEM, TSIO-520-AE
Gasket, Fuel Pump
Fuel Pump Assembly
Washer, Plain
Washer, Lock
Nut, Plain
Shroud, Fuel Pump
Grommet
Elbow, 90 Degree, Fuel Pump lnlet
Elbow 90 Degree
Adapter
Elbow, 90 Degree, Vapor Return
Elbow, 90 Degree, Fuel Pump Outlet
Elbow, 45 Degree, F.P. Outlet to Control
Elbow, 45 Degree, Seal Drain
Lever Assembly
Bushing
Nut
Throttle & Contrl Assembly
Lever Assembly
Bushing
Tee Fuel lnlet
Elbow, 90 Degree, Fuel Outlet
Hose Assembly, Control to Fuel Pump
Hose Assembly, Control to Mainifold Valve
Plug, Pipe
Nut
Fuel Mainfold Valve Housing
Bracket
Washer, Lock
Screw
Seal
Screen
Spring
Cover
Screw
Elbow, lnlet
Elbow, Pressure
Elbow
Tube Assembly
Nozzle Assembly, Fuel
"0" Ring
Gear Assembly, Fuel Pump
Plug
Coupling, Drive
Bracket
Clamp
FUEL INJECTION SYSTEM,
TSIO-520-CE (See Figure 72-10-06C).
A. Disconnect six fuel discharge tubes (2) from manifold valve (4) and nozzles (3). Compress
spring legs of each clamp (I), and remove tubes and clamps. Disconnect hose assembly (5)
from manifold valve (4) and control unit (18). Remove nozzles (3) and store in a clean
container.
B. Disconnect hose assemblies (6 & 7) from fuel pump (25) and control unit (18). Remove
hose assemblies.
C. Remove tubes (34, 35) from pressure regulator (30) and control unit (18). Remove fittings
(31, 32, 33 & 36), attaching hardware (8, 9), pressure regulator (30) and fuel control unit
(18). Remove cotter pins (lo), washers (11), wave washers (12) and link assemblies (13 thru
17). Remove four screws from turbo controller hose and remove controller (37). Removal of
base from the throttle assembly is not necessary.
D. Remove attaching hardware (39,40) and remove throttle body from engine.
E. Remove attaching hardware (22 thru 24), fuel pump (25), coupling (27), gear (26), plug
(28) and gasket (29).
NOTE . . . Further disassembly of the fuel injection system components is not advised unless
proper test equipment is available.
For further information, refer to Teledyne Continental Fuel Injection Systems Overhaul
Manual and Parts Catalog X30593A.
FIGURE 72-10-06C. FUEL INJECTION SYSTEM, TSIO-520-CE.
Clamp, Fuel Discharge Tube 16.
Tube, Fuel Discharge 17.
Nozzle Assembly 18.
Fuel Mainfold 19.
Hose Assembly 20.
Hose Assembly 21.
Hose Assembly 22.
Bolt 23.
Washer, Lock 24.
Cotter Pin 25.
Washer, Plain 26.
Washer, Wave 27.
Nut 28.
Rod End 29.
Spring 30.
Nut
Link, Rod
Fuel Control Unit
Throttle Bod
Grommet
Shroud, Fuel Pump
Nut
Washer, Lock
Washer Hold Down
Fuel Pump Assembly
Gear
Coupling
Plug
Gasket
Fuel Pressure Regulator
Elbow, 90'
Fitting
Fitting
Tube
Tube
Tee
Controller (Turbo)
Bracket
Bolt
Nut
Bracket
Bushing
Sleeve
72-1 0-07 MAGNETO AND ACCESSORY DRIVES (See Figure 72-10-07).
A. Remove attaching parts (1, 2, 3), (4, 5, 6), adapter assembly (7) and related parts as a
unit.
B. Remove gear assembly (I$), magneto drive coupling bushings (21) and retainer (22).
C. Remove attaching parts (8, 9, 10) remove cover (11) and gasket (12). Remove oil seal (14)
from adapter (17).
FIGURE 72-10-07. MAGNETO & ACCESSORY DRIVES
Nut, Plain, Hex
Washer, Lock
Washer, Plain
Nut, Plain, Hex
Washer, Lock
Washer, Plain
Adapter Assembly
Nut, Plain, Hex
Washer, Lock
Washer, Plain
Cover, Accy. Drive
Gasket
Gasket
Seal, Oil
Bushing, Adapter
Stud
Adapter
Gear Assembly
Sleeve
Gear, Drive
Bushing
Retainer
72-10-08 INDUCTION SYSTEM,
TSIO-520, C, G, H, M, P, R, AF (See Figure 72-1048 A).
A. Disconnect tube (1) from junction block (2). Disconnect the 1-3-5 side air fuel noule
tube (3) and the 2-4-6 side air fuel nozzle tube (4) from the junction block (2). Remove the
junction block.
B. Disconnect six injection nozzle sleeve assemblies (5, 6, 7, 8) from air fuel noul e tubes
(3, 4) and remove tubes.
C. Remove attaching parts (9,10). Loosen hose clamps (12, 13). Remove balance tube bracket
(11) and balance tube (14).
D. Loosen clamps (15) from hoses (16). Remove attaching parts (17, 18, 19). Remove intake
manifold risers (20, 21) and gasket (22). Loosen clamps (23) from hoses (24) and remove
intake manifold elbows (25, 26).
E. Remove attaching parts (28, 29). Remove screw (32) and nut (31). Remove the air throttle
assembly (27).
FIGURE 72-10-08A. INDUCTION SYSTEM, TSIO-5204, G, H, M, P, R, AF.
Tube Assembly
Junction Block
Tube Assembly
Tube Assembly
Sleeve Assembly
Washer, Rubber
Washer, Plain
Seal, Compressions
Screw
Washer
Bracket
Clamp, Hose
Clamp, Hose
Tube Assembly, Blance
Clamp, Hose
Hose
Screw
Washer, Lock
Washer, Plain
Riser, lntake Mainfold
Riser, lntake Mainfold
Gasket, lntake Mainfold
Clamp, Hose
Hose
Elbow Assembly, lntake
Elbow Assembly, lntake
Air Throttle Assembly
Nut
Washer
Bracket
Nut
Screw
Bracket
Sleeve
Bushing
Gasket
INDUCTION SYSTEM,
TSIO-520-T (See Figure 72-10-08 6).
A. Remove adapter (11) from air throttle body. Separate overboost valve (10) from adapter.
5. Loosen clamps (19), intake elbows to throttle body and intake risers to cylinders 2 and 5.
Remove elbows and throttle body. Separate as required.
C. Remove intake riser to cylinder attaching parts (26, 27, 28) and balance tube bracket
attaching parts (13, 14) and remove intake runners as an assembly. Separate components.
D. Remove air manifold tubes (1, 2), hoses (31, 32, 33) and clamps (34, 35). Sleeve
assemblies (3) will be removed with nozzles.
FIGURE 72-10-088. INDUCTION SYSTEM, TSIO-520-T.
Tube Assembly
Tube Assembly
Sleeve Assembly
Seal, Compression
Washer, Plain
Gasket
Screw
Washer
Nut
Overboost Valve
Adapter
Gasket
Screw
Washer
Clamp
Tube, Balance
Bracket
Clamp Assembly
Clamp
Body, Air Throttle
Riser
Riser
Riser
Hose
Elbow
Screw
Washer, Lock
Washer, Plain
Gasket
Gasket
Hose
Hose
Hose
Clamp
Clam p
Clamp
INDUCTION SYSTEM,
TSIO-520-AE (See Figure 72-10-086).
A. Disconnect tube (25) from junction block (19). Disconnect the air reference lines (18)
from tubes (22, 24), disconnect tubes (22, 24), tee (23), hose (27) and tube (26) from junction
block (19). Remove the junction block.
B. Disconnect six injection nozzle sleeve assemblies (28, 29, 30, 31) from air reference lines
(1 8)
C. Remove attaching parts (12, 13, 14). Loosen hose clamps (11, 8). Remove balance tube
bracket (10) and balance tube (9).
D. Loosen clamps (7,8) from hoses (6). Remove attaching parts (32, 33, 34). Remove intake
manifold risers (15, 16), seals, washers and springs (1, 2, 3). Loosen clamps (8) from hoses (6)
and remove intake manifold elbows (15, 16).
E. Remove the air throttle assembly (35).
FIGURE 72-1 0-08C. INDUCTION SYSTEM, VTSIO-520-AE.
Seal, lntake Mailfold
Washer, lntake Manifold
Spring, lntake Manifold
Riser Assembly
Riser Assembly
Hose
Clamp
Clamp
Tube Assembly, Balance
Balance Tube Assembly
Clamp, Balance Tube Bracket
Screw
Washer, Plain
Washer, Lock
Elbow, lntake Manifold 1-3-5 Side
Elbow, lntake Manifold 2-4-6 Side
Plug, Pipe
Tube Assembly, Air Reference
Junction Block
Bracket
Grommet
Tube Assembly
Tee
Tube Assembly
Tube Assembly
Tube Assembly
Hose Assembly
Sleeve Assembly, Injection Nozzle
Washer, Rubber
Washer, Plain
Washer, Compression
Washer, Plain
Washer, Lock
Screw, 1/4-20 x 718 Inch Long
Air Throttle
72-10-08 INDUCTION SYSTEM,
TSIO-520-CE ( S e e Figure 72-10-08D).
A. Disconnect tube (25) from junction block (19). Disconnect the air reference tubes (22)
from tubes (23, 24). Disconnect tubes (20, 23, 24) from tee (21) and junction block (19).
Remove junction block.
B. Disconnect six injection nozzle sleeve assemblies (28, 29, 30, 31) from air reference lines
(22) and remove.
C. Remove attaching parts (17, 18). Loosen hose clamps (10, 15). Remove balance tube
bracket (16) and balance tube (13).
D. Loosen clamps (8) from hoses (7). Remove attaching parts (4, 5, 6). Remove intake
manifold risers (2, 3) and gasket (1). Loosen clamps (9) from hoses (7) and remove intake
manifold elbows (11, 12).
E. Remove nut (39). Remove screw (36) and nut (37). Remove the air throttle and control
assembly (32).
FIGURE 72-10-080. INDUCTION SYSTEM TS10-520-CE.
Gasket
Riser
Riser
Washer, Plain
Washer, Lock
Screw
Hose
Clamp
Clamp
Clamp
Elbow 1,3,5 Side
Elbow 2,4,6 Side
Balance Tube
Plug
Clamp
Bracket
Washer, Lock
Screw
Junction Block
Tube
Tee
Air Reference Tube
Tube
Tube
Tube
Bracket
Grommet
Sleeve Assembly
Seal, Compression
Washer
Washer, Rubber
Throttle & Control Assembly
Bushing
Sleeve
Bracket
Screw
Nut
Bracket
Nut
Gasket
72-10-09 OIL SUMP, TS10-520-C, G, M & T (See Figure 72-10-09A).
A. Drain plug (1) and gasket (2) should have been removed when engine was mounted on
stand. Remove attaching parts (3, 4, 5) and lift sump (6) from engine. Remove and discard
gasket (7).
B. Remove lockwire, screws (8, 9) and washers (10) to remove oil suction tube assembly (11)
and gasket (12).
FIGURE 72-10-09A. OIL SUMP TSIO-5204, G, M & T.
Plug, Oil Drain
Gasket, Annular
Screw, Hex Head
Washer, Lock
Washer, Plain
Sump Assembly, Oil
Gasket, Oil Sump
Bolt, Drilled Head
Bolt, Drilled Head
Washer, Plain
Tube Assembly, Suction
Gasket, Suction Tube
OIL SUMP, TSIO-520-H, P, R, AE, AF & CE (See Figure 72-10-09B).
A. Drain plug (1) and gasket (2) should have been removed when engine was mounted on
stand.
B. Remove attaching parts (3, 4, 5) and lift off sump (6). Remove and discard gasket (7).
C. Remove lockwire, screws (8, 9), washers (10) and remove oil suction tube assembly (11).
Remove and discard gasket (12).
FIGURE 72-10-096. OIL SUMP TSIO-520-H, P, R, AE, AF & CE.
Plug, Oil Drain
Gasket, Annular
Screw, Hex Head
Washer, Lock
Washer, Plain
Sump assembly, Oil
Gasket, Oil Sump
Bolt, Drilled Head
Bolt, Drilled Head
Washer, Plain
Tube Assembly, Suction
Gasket, Suction Tube
72-10-10 OIL COOLER (See Figure 72-10-10).
A. Remove attaching parts (1, 2, 3) and separate oil cooler (4) and gasket (5) from adapter
(9).
B. Remove attaching parts (6, 7, 8) and pull adapter (9) and gasket (10) from crankcase by
gently tapping with a soft leather or rubber mallet.
C. Remove oil temperature control valve (11) and gasket (12) from adapter.
OIL COOLER, TSIO-528-T, AF, CE (See Figure 72-1 0-10).
A. The TSIO-520-T, AF & CE utilize an adapter (15) to provide connections for an external
airframe mounted oil cooler.
B. Remove fittings, hoses, attaching hardware (16, 17, 18) and adapter (15). Remove and
discard gasket (14).
FIGURE 72-10-10. OIL COOLER.
Bolt, Hex Head
Washer, Lock
Washer, Plain
Cooler, Engine Oil
Gasket, Oil Cooler
Nut
Washer, Lock
Washer, Plain
Plate, Oil Cooler Adapter
Gasket, Adapter Plate
Oil Temperature Control Valve
Gasket, Control Valve
Plug
Gasket
Adapter
Washer Plain
Washer, Lock
Nut
l NTENTIONALLY
LEFT
BLANK
72-1 0-1 1 ALTERNATOR ASSEMBLY (Not Illustrated).
A. The TSIO-520 Sandcast Series engines incorporate provisions for an airframe manu-
facturer supplied belt driven alternator. For alternator removal, refer to the airframe
manufacturer's instructions.
72-10-12 STARTER AND STARTER DRIVE ADAPTER,
TS10-520-C, G, H, My P, R & AF (See Figure 72-10-12A).
A. Remove attaching parts (1, 2, 3) and pull starter (4) from adapter studs. Remove O-ring
(5).
B. Remove retaining ring (32) using Truarc No. 5 or No. 25 pliers. Insert a wide blade tool
into the worm gear slot and rotate the shaft counterclockwise to break the ball bearing (33)
loose from the housing. If possible, remove the entire shaft assembly from the housing. If it
does not come completely clear, it will be more easily removed after the starter gearshaft
has been removed.
C. Remove attaching parts (6, 7, 8, 9, 10) and pull starter adapter assembly from crankcase
studs.
D. Clamp shaft gear (31) in shielded vise jaws and remove nut (12), lockwasher (13) and
plain washer (14). Pull sheave (15) from shaft and remove Woodruff key (16).
E. Remove attaching parts (17, 18, 19) and pull cover (20) together with sleeve (22), oil seal
(23) and retaining ring (24) from shaft. Remove bearing (25) and O-ring (26). It may require
a few raps with a non-marring hammer to dislodge the cover (20) from the housing (39).
F. Use Truarc No. 3 or No. 23 pliers to remove retaining ring (24). Use arbor press to
remove sleeve (22) and oil seal (23). Remove gasket (21) from adapter.
G. With worm gear remover tool inserted in the worm gear holes, rotate the worm gear in
driving direction to wind up the spring, at the same time, pull the spring axially to release
the spring from the sleeve. Remove the starter shaft (31) from the worm wheel (30).
H. Clamp worm wheel (30) in shielded vise and remove spring retaining screw (28) and tab
washer (29). With a brass drift or pin punch, tap front end of spring 180 from spring
retaining screw, hold and go around spring O.D. tapping in each hole. This removes the
spring tang from the drum groove. Spring can now be removed from drum.
I. If not accomplished in Step B., remove bearing (33) and shaft assembly (34 thru 37).
Separate worm gear (34), spring (35), shaft (36) and Woodruff key (37). It may be necessary
to use arbor press to remove ball bearing (33) from shaft (36).
J. Use arbor press to remove needle bearing (38) from housing (39).
FIGURE 72-10-1211 STARTER AND STARTER DRIVE ADAPTER TSIO-520C, G, H, M, P, R & AF.
Nut, Hex
Washer, Lock
Washer, Plain
Starter
O-Ring
Nut, Hex
Washer, Lock
Washer, Plain
Bolt
Bolt
Gasket, Adapter
Nut, Sheave
Washer, Lock
Washer, Plain
Sheave, Generator Drive
Key, Woodruff
Screw
Washer, Lock
Washer, Plain
Cover, Starter Adapter
Gasket, Adapter Cover
Sleeve
Seal, Oil
Ring, Retaining
Bearing, Ball
O-Ring
Spring, Clutch
Screw, Special
Washer, Tab
Gear, Worm Wheel
Shaftgear
Ring, Retaining
Bearing, Ball
Gear, Worm
Spring
Shaft, Worm Drive
Key, Woodruff
Bearing, Needle
Adapter
72-10-12 STARTER ADAPTER,
TSIO-520-T, AE & CE (See Figure 72-10-12B).
NOTE . . . The starter adapter for the TSIO-520-T & AE is the same as the TS10-520-C or G
except that the 'T' & " AE incorporate a scavenge pump. Removal and installation of starter
and adapter are the same as the "C" and "G". Disassembly and reassembly procedures, other
than those listed herein, are the same as those for the "C" or "G".
REMOVAL AND DISASSEMBLY
A. Remove the nut (1) and washers (2,3) on the end of the starter shaft.
B. Lift the sheave from the shaft.
C. Remove bolts (6, 7) from the oil scavenge pump housing.
D. Lift the oil scavenge pump housing from the starter adapter. The starter shaft will have
to be turned while removing the scavenge pump in order to line the Woodruff key in the
shaft with the slot in the scavenge pump cover (13).
E. Remove the countersunk screws (12) from the oil scavenge pump cover and remove the
scavenge pump cover from the scavenge pump housing (10).
F. Remove the scavenge pump (14), oil seal (16) and bearing (17) as required. Remove and
discard O-ring (11).
FIGURE 72-10-12B. STARTER ADAPTER TSt0-520-T, AE & CE.
Nut
Washer, Lock
Washer, Plain
Sheave
Spacer
Bolt
Bolt
Washer, Lock
Washer, Plain
Cover, Starter Adapter
O-ring
Screw
Cover, Scavenge Pump
Gerotor, Scavenge Pump
Gasket
Seal
Bearing, Ball
Elbow
Nut
O-ring
72-10-13 OIL PUMP ASSEMBLY,
TSIO-520-C, G, H, M, P, R & AF (See Figure 72-10-13A).
A. If oil filter screen assembly (not shown) has not been removed, do so at this time.
B. Loosen tachometer drive housing (10) to facilitate later removal. (Tachometer drive
housing has a left-hand thread). Remove attaching parts (1, 2, 3) and pull pump assembly (4)
to the rear. Remove gasket (5).
C. Remove attaching parts (6, 7, 8); separate bracket from hole marked 'X" in cover (9) and
remove cover from scavenge pump housing (18). Remove tachometer drive housing (10). Press
oil seal (11) from housing. Remove gasket (12) and shaftgear (13).
D. Remove attaching parts (15, 16, 17) and separate scavenge pump housing (18) from oil
pump housing (4). Remove gear assembly (19, 20) and gear (21) from scavenge pump housing.
Remove Woodruff key (22).
E. Remove oil pump drive gear assembly (23, 24, 25) and separate tachometer drive gear
(23), oil pump drive gear (24) and pin (25). Remove oil pump driven gear and bushing
assembly (26, 27).
F. Remove oil pressure relief valve (28 thru 36) and oil pressure by-pass valve assembly (37
thru 41).
FIGURE 72-10-13A. OIL PUMP ASSEMBLY TSIO-5204, G, H, M, P R & AF.
Nut, Hex
Washer, Lock
Washer, Plain
Housing, Oil Pump
Gasket, Oil Pump Housing
Nut, Hex
Washer, Lock
Washer, Plain
Cover, Scavenge Pump
Housing, Tach Drive
Seal, Oil
Gasket, Tach Drive Housing
S haftgear
Plug
Nut, Hex
Washer, Lock
Washer, Plain
Body, Scavenge Pump
Gear, Driven
Bushing, Driven Gear
Gear Driven
Key, Woodruff
Gear, Bevel
Shaftgear
Pin, Dowel
Bushing, Driven Gear
Gear, Oil Pump Driven
Nut, Adjusting Screw
Washer, Cooper
Helical Coil
Housing, Relief Valve
Gasket, Annular
Plunger, Relief Valve
Spring, Relief Valve
Seat, Spring Guide
Screw, Adjusting
Pin & Plug Assembly, By-Pass
Gasket, Annular
Valve, By-Pass
Spring, By-Pass
Plug, Pipe
OIL PUMP, ISIO-520-T (See Figure 72-10-13B).
A. Loosen oil screen (29 or 30 thru 35) and tachometer drive housing (26), to facilitate later
removal. (Tachometer drive housing has a left-hand thread). Remove attaching parts (21, 22,
23) and pull pump assembly to the rear. Remove gasket (1).
B. Remove oil screen (29 or 30 thru 35) and gasket (28).
C. Remove attaching parts (40, 41, 42) and separate cover (20) from pump housing (2).
Remove tachometer drive housing (26). Press oil seal (27) from housing. Remove gasket (25)
and tachometer drive shaft (24).
D. Remove oil pump drive gear assembly and separate tachometer drive gear (19), oil pump
drive gear (17) and pin (18). Remove oil pump driven gear and bushing assembly (6, 7).
E. Remove oil pressure relief valve (9 thru 16). Remove by-pass assembly (36 thru 39).
FIGURE 72-10-13B. OIL PUMP ASSEMBLY, TSIO-520-T.
Gasket, Oil Pump Housing
Housing, Oil Pump
Stud
Stud
Plug, Pipe
Gear, Oil Pump Driven
Bushing, Driven Gear
Plunger, Relief Valve
Spring, Relief Valve
Seat, Spring Guide
Screw, Adjusting
Gasket, Annular
Housing, Relief Valve
Helical Coil
Washer, Copper
Nut, Adjusting Screw
S haftgear
Pin, Dowel
Gear, Bevel
Cover, Right Angle Tach Drive, OIP
Washer, Plain
Washer, Lock
Nut, Plain Hex
Shaft Assembly, Tach Drive
Gasket, Cover Tach Housing
Housing, Tach Drive
Seal, Oil
Gasket, Annular
Filter Assembly, Oil
Tube Assembly, Perforated
Bolt, Drilled Hex Head
Washer, Annular
Gasket, Felt
Element Filter
Body Casting, Filter
Valve, Filter By-Pass
Spring, Filter By-Pass
Gasket, Copper
Pin & Plug Assembly, Oil Pump By-Pass
Washer, Pin
Washer, Lock
Nut, Plain, Hex
OIL PUMP, TSIO-520-AE (See Figure 72-10-13C).
REMOVAL AND DISASSEMBLY
NOTE . . . The LTSIO-520-AE and TSIO-520-AE oil pump rotate in the opposite direction.
See Parts Catalog for correct application.
A. Remove oil filter (26). Stud (3) need not be removed unless damaged.
6. Remove attaching parts (23, 24, 25) and pull oil pump from crankcase studs. Remove and
discard gasket (1).
C. Remove relief valve components (7 thru 15).
D. Remove attaching parts (18, 19 20) and remove oil Pump Cover (17).
E. Pull gear and bushing assembly (5, 6) and driver gear assembly (16) from oil pump cavity.
F. Loosen and remove adapter (22), and O-ring (21).
FIGURE 72-10-13C. OIL PUMP ASSEMBLY, VTSIO-520-AE.
1. Gasket, Oil Pump-to-Crankcase
2. Housing Assembly
3. Stud, Adapter
4. Stud, 114 x 1-1/16 Inch Long
5. Gear Assembly
6. Bushing
7. Plunger
8. Spring
9. Washer
10. Screw, Adjusting 19. Washer, Lock
11. Gasket 20. Nut
12. Housing Assy., Relief Vlv. 21. 0-Ring
13. Helical Coil Insert 22. Adapter, Outlet-to-Cooler
14. Washer 23. Washer, Plain
15. Nut, Elastic Stop 24. Washer, Lock
16. Gear Assembly, Drive 25. Nut, Plain
17. Cover Assembly 26. Filter Assembly
18. Washer, Plain
OIL PUMP, TSIO-520-CE (See Figure 72-10-13D).
A. Loosen oil filter (33) and tachometer drive housing (26) to facilitate later removal.
(Tachometer drive housing has a left hand thread). Remove attaching parts (30, 31, 32) and
pull pump assembly to the rear. Remove gasket (1).
B. Remove oil filter (33).
C. Remove attaching parts (23, 24, 25) and separate cover (22) from pump housing (2).
Remove tachometer drive housing (26). Press oil seal (27) from housing. Remove gasket (29)
and tachometer drive shaft (28).
0. Remove oil pump drive gear assembly and separate tachometer drive gear (21), oil pump
drive gear (19) and pin (20). Remove oil pump driven gear and bushing assembly (8, 9).
E. Remove oil pressure relief valve (10 thnt 18). Remove plug (7).
FIGURE 72-10-1311. OIL PUMP ASSEMBLY, TSIO-520-CE.
Gasket
Housing
Stud
Stud
Stud
Plug
Plug
Gear
Bushing
Plunger
Spring
Seat
Screw, Adjusting
Gasket
Housing
Helical Coil
Washer
Nut
Gear
Pin
Gear
Cover
23. Washer
24. Washer, Lock
25. Nut
26. Housing
27. Seal
28. Shaft
29. Gasket
30. Washer
31. Washer, Lock
32. Nut
33. Filter
72-10-14 CYLINDER AND PISTON ASSEMBLY,
All Sandcast Models (except VTSIO-520-AE) (See Figure 72-10-14A).
A. Remove attaching parts (1, 2, 3), cover (4) and gasket (5).
B. Position crankshaft so valve lifters of cylinders to be removed, are on base circle of cam
lobes and both valves are fully closed. Remove screw (6), washer (7), shafts (a), rocker
assemblies (9, 10, 11) and thrust washers (12). Withdraw pushrods (13). Repeat these steps on
remaining cylinders.
C. Push the pushrod housing (14) against the spring (15) until the cylinder flange end is
clear. Lift cylinder end of housing and withdraw from crankcase. Remove spring (IS), washers
(16) and packing (17).
D. Remove one flanged nut (I$), one flanged nut (19) on TSIO-520-CE, and three flanged
nuts (19) from each cylinder flange. Rotate engine stand so engine is in upright position.
Make sure piston in cylinder to be removed is top dead center. Remove remainder of nuts
(18, 19). Cradle cylinder in arm and withdraw it straight outward. Catch piston with other
hand as it clears the cylinder to prevent damage to piston or crankcase.
CAUTION . . . Do not let the rods drop against the cylinder deck. Rod protectors can be
fashioned by placing a used cylinder base O-ring around the rod and in a figure eight manner
around the cylinder deck studs (See Figure 72-60-02).
E. Remove cylinder base O-ring (21). Use of a cylindrical wood block anchored to a work-
bench, with provisions for clamping the cylinder in place, is recommended to facilitate
removal of valve springs and to prevent dropping of valves.
F. Compress valve springs and remove keys (22). Be careful not to cock rotocoils (23), thus
scoring valve stems. Remove rotocoils (23), outer spring (24), inner spring (25),intake guide
I seal (45) and lower retainer (26). Hold valve stems while lifting cylinder from its support and
lay cylinder on its side. Stone down any nicks on valve stems before removing valves (27,
28). It is recommended that all exhaust valves be replaced at each major overhaul regardless
of condition.
G. Remove piston pin (37) and piston (38) with rings (39, 40, 41, 42) as an assembly. Remove
rings (39, 40, 41, 42) from piston (38). Be careful not to score piston with ring ends.
H. Remove hydraulic valve lifter assemblies (43). It is recommended that all hydraulic lifters
be replaced at each major overhaul regardless of condition.
72-10-36 JULY 1987
FIGURE 72-10-14A. CYLINDER AND PISTON ASSEMBLY (ALL EXCEPT LITSIO-520AE).
Screw, Fillister Head
Washer, Lock
Washer, Plain
Cover, Valve Rocker
Gasket, Valve Rocker Cover
Screw, Hex Head
Washer, Plain
Shaft, Valve Rocker
Screw
Bushing, Valve Rocker
Rocker
Washer, Thrust
Push Rod
Housing, Push Rod
Spring, Push Rod Housing
Washer, Push Rod Housing
Packing, Push Rod Housing
Nut, Flanged
Nut, Flanged
Cylinder Assembly
O-ring, Cylinder Base
Key, Retainer
Roto Coil Assembly
Spring, Outer
Spring, Inner
Retainer, Lower
Valve, lntake
Valve, Exhast
Insert, lntake
Insert, Exhast Valve
Guide, Vane
Insert, Spark Plug
Insert, lntake Flange
Stud
Gasket Assembly, Exhaust Flange
Nut, Hex Head
Pin and Plug Assembly
Piston
Ring; Compression
Ring; Compression
Ring Assembly, Oil Control
Ring, Scraper
Lifter Assembly
Ring, Retaining
Seat, lntake Guide
JULY 1987 72-10-37
CYLINDER AND PISTON,
VTSIO-520-AE (See Figure 72-10-14B).
A. General. The cylinders for the "AE" engines are straight valve cylinders. Except for the pushrod
housing attachment, all instructions relative to the inclined valve cylinders used in the basic 520
sandcast series will also apply to the straight valve cylinder. The piston is a three ring piston.
9. Remove nut (37) and washers (36) to separate clip (35) from crankcase. All other disassembly
procedures applicable to the inclined valve cylinders will also apply to the straight valve cylinders.
C. When the cylinders are removed from the engine, remove the pushrod housing (31) and one O-ring
(33) from the cylinder end. Remove the washer (32) and packing (33) from the crankcase end.
0-Ring
Cylinder Assembly
Insert, Spark Plug
Insert, lntake Flange
Insert, lntake Valve Seat
Insert, Exhaust Valve Seat
Guide, lntake Valve
Guide, Exhaust Valve
Stud, Ring Locked
Valve, lntake
Valve, Exhaust
Spring, Valve, lnner
Spring, Valve, Outer
Retainer, Valve Spring, lnner
Roto Coil, Valve Spring, Outer
Key, Valve Spring Retainer
Rocker Assembly, lntake
Bushing
Screw, Drive No. 2
Rocker Assembly, Exhaust
Bushing
Screw, Drive No. 2
Shaft, Valve Rocker
Screw
Washer, Tab
Gasket, Valve Rocker Cover
Cover, Valve Rocker
Washer, Plain
Washer, Lock
Screw
Housing, Pushrod
Washer, Pushrod Housing
Gasket, 0-Ring
Rod Assembly, Push
Clip, Pushrod Housing
Washer, Plain
Nut, Plain
Baffle Assembly
Baffle, Engine Support
Washer, Plain
Bolt
Nut, Flanged, 7/16
Nut, Flanged, 112
Gasket, Exhaust
Piston
Ring, Top Groove
Ring, 2nd Groove
Ring Assembly, 3rd Groove
Pin and Plug Assembly
Ring, Retaining
Lifter
Seal, lntake Guide
72-10-38 JULY t987
JULY 1987 72-10-39
72-10-15 CRANKCASE (See Figure 72-10-15).
A. Oil gage rod, guide and brackets (Items 1 through 12) are shipped loose with the engine, and
were probably returned in the same manner. If not, remove in the order of index numbers
assigned.
B. Unhook filler cap retaining ring and remove oil cap and retainer assembly (13), and gasket
(14), three screws (15) and lift off oil filler neck (16) and gasket (17).
C. Remove backbone attaching parts (18, 19, 20) and (21, 22, 23), screws (24, 26) and washer (25).
Remove lifting eye (27), spacer (28) and manifold valve (29).
D. Cut locking wire and remove special plug (30), gasket (31) and O-ring (32).
E. Remove nut (33), washers (34, 35), spacer (36) and lift off governor pad cover (37). Remove
gasket (38).
F. Remove idler gear support pin attaching parts (39, 40) and hold idler gear while support pin
(41) is withdrawn. Lower gear to rest in left crankcase. Remove gasket (42).
G. Remove parts indexed (43 thru 59).
-
H. Rotate engine stand bed so that left crankcase will be downward. Support it with a length of
pipe or wood.
I. Remove remaining crankcase-to-crankcase flange bolts (63), nuts (60) and washers (61, 62).
NOTE . . . Do not attempt to remove bolt and washer adjacent to right magneto upper stud. These
'
two parts are installed before the stud and cannot be removed prior to removal of that stud
without damage to crankcase hole. Take care to avoid damage to bolt threads during subsequent
overhaul operations.
J. With a non-marring hammer, tap upper ends of through bolts (64, 65, 66, 67) and pull them
downward and out of crankcase, carefully, so as not to damage threads.
K Remove attaching parts (68, 69, 70) and remove mounting brackets (71).
L. Lift off right crankcase subassembly. Exercise care to prevent connecting rods from hitting
cylinder deck.
M. Lift out camshaft assembly and governor driven gear (See Figure 72-10-16).
N. Lift out idler gear assembly, crankshaft assembly with connecting rods, thrust washers and
bearings (See figure 72-10-17).
INTENTIONALLY
LEFT
BLANK
Ring, Retaining
Rod Assembly, Oil Gage
0-Ring
Nut, Hex
Washer, Lock
Washer, Plain
Screw
Bracket
Clamp
CIamp
Housing, Oil Gage Rod
Hose
Cap Assembly, Oil Filler
Gasket, Oil Filler Cap
Screw, Fillister Head
Neck Assembly, Oil Filler
Gasket, Oil Filler Neck
Nut, Hex
Washer, Lock
Washer, Plain
Nut, Hex
Washer, Lock
Washer, Plain
Bolt, Hex Head
Washer, Plain
Bolt, Hex Head
Eye, Engine Lifting
Spacer
Valve Assembly, Fuel Manifold
Plug, Specid
Gasket, Special Plug
O-ring
Nut, Hex
Washer, Lock
Washer, Plain
Spacer
Cover, Governor Pad
Gasket, Governor Pad Cover
Nut, Hex
Washer, Lock
Pin, ldler Gear Support
Gasket, ldler Pin
Nut, Flanged
Washer, Plain
Nut, Hex
Washer, Plain
Bolt
Washer, Plain
Washer, Plain
O-ring
Nut, Hex
Washer, Lock
Washer, Plain
O-ring
Bolt
Bolt
Washer, Plain
Nut, Flanged
Washer, Plain
Nut, Hex
Washer, Lock
Washer, Plain
Bolt
Bolt, Thw
Bolt, Thw
Bolt, Thw
Bolt, Thw
Nut, Hex
Washer, Lock
Washer, Plain
Bracket, Engine Mounting
Housing, Extension
Bearing, Needle
Plug, Machine Thread
Gasket, Copper
Reducer (Model C)
Tee (Model G & H)
Elbow
Plug, Pipe
Plug, Pipe
Plug, Pipe
Screw
Clip, Oil Transfer
Nozzle, Squirt
Screw, Drive
Plate, Identification
Crankcase, 1-3-5 Side
Crankcase, 2-4-6 Side
Stud, 7th
FIGURE 72-10-15. CRANKCASE.
72-10-16 CAMSHAFT ASSEMBLY (See Figure 72-10-16).
A. Remove governor drive gear (2) and Woodruff key (3).
B. Remove four screws (4), cluster gear (5) and camshaft gear (6).
FIGURE 72-10-16. CAMSHAFT ASSEMBLY.
1. Gear, Governor Driven
2. Gear, Governor Drive
3. Key, Woodruff
4. Screw, Drilled Head
5. Gear, Cam Cluster
6. Gear, Camshaft
7. Camshaft
72-10-17 CRANKSHAFT GROUP (See Figure 72-10-17).
A. Use wooden support blocks under front and rear main journals of crankshaft during
disassembly.
B. Remove cotter pin (5), castellated nuts (6), bolts (7) and separate connecting rod caps (8)
and rods (9). Remove bearing inserts (10). Loosely reassemble rods, caps, bolts and nuts with
their position numbers matched.
C. Remove retaining rings (12), retaining plates (13) and pins (14, 15, 16). Remove counter-
weight assemblies (17, 18).
D. Remove nuts (19) and lift off governor oil transfer collar (20 thru 24).
WARNING . . . Do not mark crankshaft using any metal object such as a drift punch, scribe,
ect.
C. Cut lockwire. Remove six screws (25) and pull gear (26) from crankshaft.
F. Twist and remove split reinforcing ring (28) from oil seal (29). Work oil seal spring (27)
from groove and detach from seal. Twist and remove oil seal from crankshaft.
FIGURE 72-10-17. CRANKSHAFT GROUP.
Washer, Thrust
Bearing, Crankshaft, Main
Gear, Idler
Bushing, ldler Gear
Pin, Cotter
Nut, Slotted, Special
Bolt, Connecting Rod
Cap, Connecting Rod
Rod, Connecting
Bearing, Connecting Rod
Bushing, Piston Pin
Ring, Retaining
Plate, Counterweight
Pin, Counterweight, 6t h Order
Pin, Counterweight, 4t h Order
Pin, Counterweight, 5t h Order
Counterweight Assembly
Bushing, Counterweight
Nut, Marsden
Collar, 1-3-5 Side
Collar, 2-4-6 Side
Sleeve, Oi l Transfer
0-Ri ng
Pin, Dowel
Screw, Dri l l ed Head
Gear, Crankshaft
Spring
Ring, Reinforcing
Seal, Oi l
Bushing, Damper
Dowel, Crankshaft
Crankshaft
72-10-18 EXHAUST SYSTEM REMOVAL AND DISASSEMBLY,
TSIO-520-T (See Figure 72-10-18).
A. Remove clamp (I), tailpipe to turbo, attaching parts (3, 4, 5), tailpipe assembly to bypass
valve assembly and separate tailpipe assembly from exhaust system.
B. Remove hose and check valve, turbo to scavenge pump. Remove hose and check valve,
turbo to crankcase.
C. Loosen hose clamps, turbo to throttle body intake tube. Remove bolts, (3, 27) nuts (5, 29)
and washers (4 & 28), exhaust to turbo and turbo bracket and remove turbocharger.
D. Remove attaching parts (31) from cylinders and remove remaining exhaust assembly
components. Separate components as required. Remove exhaust to cylinder gaskets (37).
FIGURE 72-10-18. EXHAUST ASSEMBLY (TSIO-520-T).
Clamp 20. Check Valve
Tailpipe Assembly 21. Elbow
Bolt 22. Bushing, Reducer
Washer 23. Screw
Nut 24. Washer, Lock
Adapter Assembly 25. Adapter, Turbo Inlet
By-Pass Valve 26. Gasket, Turbo Inlet
Gasket 27. Bolt
Hose, Turbo-to-Scavenge Pump 28. Washer
Fire Sleeve 29. Nut
Clamp 30. Turbocharger
Check Valve 31. Nut
O-ring 32. Elbow, Exhaust
Nut 33. Elbow, Exhaust
Screw 34. Tee, Exhaust
Washer, Lock 35. Exhaust Tube
Adapter, Turbo Outlet 36. Cross Pipe & Flange Assy.
Gasket, Turbo Outlet 37. Gasket
Hose, Turbo-to-Crankcase 38. Bracket
INTENTIONALLY
LEFT
BLANK
SECTION 72-20
CLEANING, REPAIR AND
REPMCEMENT
CLEANING, REPAIR AND REPLACEMENT
General
Cylinders
Pistons
Valves
Rocker Shafts
Pushrods, Vaive Rockers and Small Steel Parts
Camshaft and Crankshaft
Crankcase
Gears
Sheet Metal Parts and Intake Manifold
Castings
Stud Replacement
Helical Coil Insert Installation
Spark Plug Hole Helical Coil In
Cylinders
Valve Guides
Vaive Rockers
Hydraulic Valve Lifters
Connecting Rods
Piston Pin Bushing Replacement
Crankshaft Assembly
Idler Gear
Magneto and Accessory Drive Adapter Assembly
Tachometer Drive Housing
Starter Drive Adapter
Oil Pump Assembly
Ignition Cables
INTENTIONALLY
LEFT
BLANK
32-20-00 CLEANING, REPAIR AND REPLACEMENT
NOTE . . . It is recommended that all parts listed in Section 1-00-04 100% replacement parts
be replaced during major engine overhaul regardless of condition.
32-20-01 GENERAL
Aluminum alloy parts can be degreased by spraying or brushing with any fortified mineral
spirit solvent. Heavy grease or dirt deposits can be cleaned effectively by allowing parts to
soak in this solvent for a short time. Carbon deposits and gum (oil varnish) may be removed
easiiy by immersing these parts in a hot bath of an inhibited, mild alkaline cleaning com-
pound. Immersion time should be only as long as necessary to remove the deposits. Carbon
solvent should be employed only when carbon deposits are too hard or thick for removal by
other solvents. Give special attention to cleaning studs, tapped holes and drilled holes.
Caution must be exercised in cleaning of all aluminum alloy engine parts. Immediately after
removing soaked parts from inhibited, mild alkaline bath or hot soapy water, remove all
traces of the alkaline by spraying the parts with a jet of steam, or brush vigorously with a
mineral spirit solvent, Cleaned parts may be dried by a jet of dry compressed air to remove
all solvent liquids.
CAUTION . . . All alkaline residues must be removed from crevices, recesses and holes to
prevent the formation of a foaming emulsion in the engine lubricating oil after reassembly.
No polishing compound, abrasive paste or powder is needed for cleaning engine parts.
Scraping and abrasion with wire brushes, sandpaper, abrasive cloth and buffing wheels are
dangerous methods to use on soft metals like aluminum. Scratches resulting from such
methods allow concentrated stress at the scratch and may cause fatigue failure.
Blasting techniques can be employed to remove hard carbon deposits if suitable equipment is
available. Suitable types of grit for dry blasting are plastic pellets and processed natural
materials, such as wheat grains and crushed fruit pits or shells. Air pressure should be the
lowest that will produce the desired cleaning action. SmaIt holes and finished surfaces, which
do not require cleaning, should be protected from the blast by seals and covers, particularly
if the grit is sharp. Sand, shot and metal grit are too abrasive and too heavy for use on soft
metals like aluminum, and must not be used.
CAUTION . . . After any blasting process, blow o f f all dust with dry compressed air and
make sure that no grit has lodged in crevices, recesses and holes. Parts may also be cleaned
with hot soapy water, then air dried with dry compressed air.
72-20-02 CYLINDERS. Precautions applicable to both aluminum and steel must be exercised in cleaning
and storing these assemblies. Remove oil and loose material with a mild alkaline cleaner by
spraying or brushing. If stubborn deposits of carbon remain on cylinder heads, the areas
affected may be vapor blasted. All machined surfaces must be protected from abrasive action
during the blasting operation.
72-20-03 PISTONS. Do not use wire brushes or scrapers of any kind. Soft or hard carbon deposits may
yield to solvent action. If deposits remain, blast the piston heads with soft grit or by the
vapor grit method, first having installed tight fitting skirt protectors. Ring grooves must be
cleaned by pulling lengths of binder twine or very narrow strips of crocus cloth through
them. Do not use automotive ring groove scrapers, since the corner radii at the bottoms of
the grooves and side clearances must not be altered. It is unnecessary to remove discolor-
ation and light scoring from piston skirts. The use of abrasive cloth on the skirts is not
recommended, because the diameters and cam-ground contour must not be altered. Heavily
scored or burned pistons should be discarded. And it is recommended that pistons be replaced
during major engine overhaul regardless of condition.
Honing of cylinder walls for any reason is justification for complete piston ring replacement.
72-20-04 VALVES. After degreasing valves, inspect them and discard any whose head is warped excess-
ively, or insufficient stock to permit refacing within specified limits, or whose stem is
burned, scored, eroded or nicked. Carbon deposits may be loosened by solvent action or they
may be scraped off while the valve is rotated in a polishing head or lathe collet. Apply
crocus cloth moistened in mineral spirit, and polish the stems with dry crocus cloth.
Replacement of exhaust valves is recommended at major overhaul regardless of condition.
72-20-05 ROCKER SHAFTS. Degrease these parts by brushing on mineral spirit solvent. Prior to
magnetic inspection, polish the steel bearing surfaces with crocus cloth moistened with
kerosene, then with dry crocus cloth.
72-20-06 PUSHRODS, VALVE ROCKERS AND SMALL STEEL PARTS. Degrease these parts with mineral
spirit solvent. Giving special attention to removal of sludge from all oil passages. Blow
compressed air thru pushrod.
72-20-07 CAMSHAFT AND CRANKSHAFT. All parts must be degreased by brushing or spraying with
mineral spirit solvent. Give particular attention to threads, oil holes and recesses. Before
magnetic inspection, the crankpins, main journals, oil seal race of the crankshaft and all
journals, cam lobes and gear mount flange of the camshaft must be smoothed with crocus
cloth, moistened in mineral spirits. This is to be accomplished while shaft is rotated in a ,
-
high speed lathe (about 100 RPM). All gum (varnish) deposits must be removed to permit
reliable magnetic indications.
72-20-08 CRANKCASE. The oil passages must be pressure-flushed with mineral spirit solvent and
inspected with the aid of a flashlight. If the castings are immersed in an alkaline bath, it is
strongly recommended that this treatment be followed by spraying with steam followed by
flushing the oil passages with solvent. After the castings dry, inspect them thoroughly for
alkaline residues, and remove any traces of scum.
72-20-09 GEARS. Gears without bushings are freed of hard deposits by immersion in a caustic stripping
bath, when cold solvents are not effective. Bushings are discolored by this treatment, there-
fore, bushed gears must be cleaned by other methods. Spray or brush with a mineral spirit
solvent using a brass wire brush.
CAUTION . . . Do not pressure blast gears, blasting will remove "Tufftride" hardener.
72-20-10 SHEm METAL PARTS AND lNTAKE MANIFOLD. Clean these parts by spraying or brushing
with mineral spirit solvent, or use a cold emulsion type cleaner and flush with water to
rinse.
Immediately after cleaning bare steel parts, spray or dip them in clean engine oil or, for
longer storage, in a corrosion-preventive oil mixture. Wrap ball bearings in waxed paper.
Wrap or cover other clean parts to protect them from abrasive dust in the air.
72-20-11 CASTINGS. Remove the raised edges of nicks in machined surfaces with a hard Arkansas
stone. Unobstructed flat surfaces, such as valverocker cover flanges, may be returned to
true flatness by lapping with a true lap plate. Use fine grade lapping compound and move the
casting in a figure 8 stroke without rocking it.
Gasket surfaces must be thoroughly cleaned with a suitable hydrocarbon solvent such as
naptha, Methyl Ethyl Ketone (MEK) or Trichloreothylene (TCE) to remove dirt, oil and
grease. Wipe surfaces dry before gasket is applied.
72-20-12 STUD REPLACEMENT. Remove damaged whole studs with a standard pattern stud remover or
small pipe wrench, turning slowly to avoid heating the casting. Remove broken studs with a
splined stud extractor. (Splined extractors and drills are usually sold in sets.) Examine the
course thread end of the damaged stud before discarding it to determine its size. Standard
studs have no marking. For oversize stud identification, refer to Fig. 72-20-12B. Clean the
casting tapped hole with solvent and blow dry with compressed air; then examine the thread.
If it is not torn, install the next larger oversize stud. If the old stud was of the maximum
oversize, or if the thread is damaged, the hole may be tapped and a helical coil insert
installed for a standard-size stud. Coat the new stud's course thread with High Strength
Adhesive PIN 646941 if the hole is blind or if the hole goes through a cavity subject to oil
leakage. It is advisable to drive the new stud with a tee handle stud driver. Turn it in
slowly, and compare the estimated torque values listed in the Table of Limits. Drive the stud
in until it projects a distance equal to the appropriate "Setting Height" (See Figure 72-20-
124.
FIGURE 72-20-12A CRANKCASE STUD SElTING HEIGHTS.
Identification
XXMCKXW03
XXXXXXPOOG
XXXXXXPOO9
XXXIOLXPOO?
XXXMMP012
FIGURE 72-20-128, STANDARD AND OVERSIZE STUD IDENTIFICATION.
72-20-06
FIGURE 72-20-12A. CRANKCASE STUD SETTING HEIGHTS.
0 UPPER
@ LOWER
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Cylinder Mount Pads
Engine Mount Pads
Oil Cooler Mount Pad
Governor Mount Pad
' Magneto Mount Pads
Magneto & Accessory Drive Pads
Idler Pin Pad
Starter Dr~ve Pad
Fuel Pump Pad
Oil Pump Pad
Generator Bracket
7/16-14x7/16-20
7/16-14~7/16-20
7/16-14~7/16-20
3/8-16x3/8-24
3/8-16~3/8-24
3/8-16~3/8-24
3/8-16~3/8-24
3/8-16~3/8-24
3/8-16~3/8-24
3/8-16~3/8-24
3/8-16~3/8-24
3/8-16~3/8-24
3/8-16~3/8-24
1 /4-2Ox 1 /4-28
1 /4-20~1/4-28
1 /4-20~1/4-28
5/16-18x5/16-24
5/16-18~5/16-24
5/16-18x5/16-24
5/16-18~5/16-24
5/16-18x5/16-24
5/16-18~5/16-24
5/16-18~5/16-24
5/16-18~5/16-24
1 /4-2Ox1/4-28
5/16-18~5/16-24
5/16-18x5/16-24
1 /4-2Ox1/4-28
1 / 4-20~ 1 /4-28
1 /4-20~1/4-28
1 /4-2Oxl/4-28
1 /4-20~1/4-28
1 /4-20~1/4-28
1 /4-20~1/4-28
1 /4-20~1/4-28
1 /4-20~1/4-28
1 / 4- 20~ 1 /4-28
3/8-16~3/8-24
1 /4-20~1/4-28
1 /4-20~1/4-28
1 /4-20~1/4-28
1 /4-20~1/4-28
1 /4-20~1/4-28
5/16-18x5/16-24
1 /4-20~1/4-28
1 / 4-20~ 1 /4-28
5/16-18~5/16-24
5/16-18~5/16-24
3/8-16~3/8-24
13/16
13/16
61 /64
1-7/32
1-1/4
2-9/32
2-1M
1-7/32
3-1/8
1-7/32
3-5/8
1-7/32
1-19/16
7/8
4 -5/8
1 -5/8
1-3/8
1-1/2
11/16
43/64
3/4
7/8
13/16
3/4
45/64
13/16
3/4
7/8
15/16
2-9/32
2-9/32
2-11/32
1-21/32
3-11/16
5-11/16
3-63/64
29/32
3-11/16
5-11/16
3-63/64
3-11/16
3-11/16
3-63/64
19/32
13/32
11/16
4-3/16
5-11/16
1-1/2
24
12
9
1
-
2
2
-
-
-
-
4
-
4
-
1
2
-
-
2
-
-
-
-
-
2
-
-
2
-
-
1
-
-
24
12
9
1
-
2
2
-
1 1
-
1 1
-
-
4
-
4
-
1
2
-
-
2
-
-
1 1
1 1
-
-
-
2
-
-
1 1
2
-
-
1
-
-
24
12
9
1
-
2
2
--.
-
-
-
4
-
4
-
1
2
-
-
2
-
-
-
-
-
2
-
-
2
-
--.
1
-
-
24
12
9
1
-
2
-
1 1
-
1 1
-
-
4
-
4
-
1
- - - - - -
2
-
-
2
-
-
1 7
1 1
-
-
--.
2
-
-
1 1
2
-
-
1
-
-
24
12
11
1
-
2
-
-
-
-
4
-
4
-
5 5 5 5 5 5 5 5 5 5
2 2 2 2 2 2 2 2 2 2
1
2 2 2 2 2 2 2 2 2 2
2
4 4 4 4 2 4 2 2 4 2
1 1 1 1 1 1 - -
-
-
2
-
-
1 1
-
-
-
2
-
-
2
-
-
2 2 2 2 2 2 2 - 2 2
1
-
-
24
12
9
1
-
2
-
1 1
-
1 1
-
5 5 5 5 5 5 5 5 - -
-
4
-
4
-
1
2
-
-
2
-
-
1 1
-
-
-
2
-
-
1 1
2
-
-
1
-
-
24
12
11
1
-
2 - 2 - - - -
2
-
1
-
1
-
-
4
-
4
-
-
1
2
-
-
2
24
12
3
-
1
2
1
-
1
-
7
-
-
2
-
1
2
1
6
-
-
-
24
12
11
2
3 - -
24
12
6
11
1 1
- -
2
- -
1 1
- -
1 1
-
4
-
-
2
1 1
-
-
-
- -
-
1
- -
-
-
2
-
-
-
4
-
4
4 - -
1 1
- - -
2
1
-
2
- - -
1
1
I - - -
-
2
2 - -
-
1
2
- - -
-
1 1 -
-
1
-
4
4
1
2
-
- -
1
' 31
-
-
1
- -
-
2
-
2
-
1
-
FIGURE 72-20-12C. MISCELLANEOUS STUD SETTING HEIGHTS.
ylinder Exhaust Flange
1 / 4- 20~ 1/4-28
5/16-18~5/16-24
Oil Pump Housing 1 /4-2Ox1/4-28
1 /4-20~1/4-28
72-26-13 HELICAL COlL INSERT INSTALLATION. Helical coil inserts are installed at the factory in
four tapped holes of each crankcase bottom flange, in three holes in the left crankcase
parting flange, two in the right crankcase parting flange and in four bolt holes at each
cylinder head intake port flange. Stainless steel helical coil inserts of special design are
installed in all spark plug holes. Any of these inserts may be replaced if damaged. Tools are
available through Authorized Distributors of The Heli-Coil Corp., Danbury, Connecticut 60810.
The Manufacturer's Bulletin No. 650-R lists both manual and power-driven installing tools,
tang break-off tools, special taps and plug gages. A tap drill bulletin is also available from
the manufacturer. Helical coil inserts are available in both National Course and National Fine
series in lengths equal to 1, 1-112 and 2 times nominal diameter and in pipe thread sizes.
They are made of either carbon steel, phospher 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.
Helical coil inserts of wire with a diamond-shaped cross section forming both a male and
female thread. The diameter of the insert, when compressed into a special tapped hole at the
widest part of the wire (between male and female threads), is equal to the nominal screw
size. The special finishing taps, size the casting hole so that the pitch diameter of the
female thread of the installed insert conforms 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, so that only one set of helical coil special taps is
required for installation of 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 should conform
to the recommendations relative to inserts of length equal to 2 times nominal diameter, as
tabulated in the manufacturer's Bulletin No. 650-R. Helical coil tap drills and special taps
must be run in perpendicular to the machined surface of the casting. Drilling must be done in
a drill press after the casting is firmly supported, clamped and alignment checked. The tap
will tend to follow the drilled hole. For drilling and tapping aluminum alloy castings, use a
lubricant made by mixing one part lard oil with two parts kerosene to prevent overheating of
the metal and tearing of the thread.
To remove a damaged helical coil insert, use the proper size of extracting tool for the
nominal thread size. Tap it into the insert so that the sharp edges get a good "bite", then
turn the tool to the left, and back out the helical coil until it is free. To install a new
insert in a properly tapped hole (after blowing out all liquid and chips), slide it over the
slotted end of the driving mandrel of the proper size of installing tool and engage the
driving tang (bend end) of the helical coil in the mandrel slot; then wind the insert slowly
into the tapped hole (See Figure 72-20-13). The outer end of the insert should lie within the
first full thread of the hole. Break off the driving tang of a notched helical coil by bending
back and forth across the hole with longnose pliers or with a special tang break-off tool.
72-20-14 SPARK PLUG HOLE HELICAL COlL INSERTS. Before attempting to back out a damaged
insert, use a sharp pointed tool to pry the teeth at outer end away from the cylinder head
metal. Tap a helical coil extracting tool into the insert until it has a good bite (See Figure
72-20-14C). Place a new helical coil in the cut-out side of the installing tool sleeve with its
driving tang toward the threaded end. Engage the tang with the slotted end of the driving
mandrel and wind the insert into the sleeve so the helical coil can be seen through the slot
in the threaded end, and 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 sleeve and mandrel and
tum until the sleeve touches lightly (See Figure 72-20-14A). 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 on through. When the
helical coil is i n correct position, use longnose pliers to bend the driving tang back and
FIGURE 72-20-13. INSTALLING TYPICAL
HOLE HELICAL INSERT.
FIGURE 72-20-14C. REMOVING SPARK
PLUG HOLE HELICAL INSERT
A I NTERNAL CHAMFER
ONLY (AS RECEI VED)
I NSTALL AT OUTER END
THESE SURFACES MUST
BE SQUARE WI THI N
.002 I N. FULL
I NDI CATOR READI NG
TWO HOLES
I N LI NE
SECTI ON A- A
FIGURE 72-20-14B. EXPANDING SPARK PLUG FIGURE 72-20-17. VALVE ROCKER
HOLE HELICAL INSERT BUSHING DIMENSIONS.
NOTE: Dimensions shown are finish
size after honing.
POINT TO CHECK CHOKE)
"D, X & Y Diameter Service limit is "D* Diameters Max + .003 of an inch.
CAUTION: Cylinder assemblies exceeding new parts dimension shown are acceptable when performing
maintenance before engine overhaul. t-lowever, piston ring gaps given In the table of limits should be
maintained. When engine is being overhauled, TCM recommends all parts be brought back to new parts
FIGURE 72-20-15A. CYLINDER ASSEMBLY DIMENSIONS (INCLINED VALVE)
February 1989 72-20-1 1
NOTE: Dimensions shown are finish size after honing.
(ZERO INDICATOR AT
POINT TO CHECK CHOKE)
"0, X & Y Diameter Service limit is " D Diameters Max + ,003 of an inch.
CAUTION: Cylinder assemblies exceeding new parts dimension shown are acceptable when performing
maintenance before engine overhaul. However, piston ring gaps given in the table of limits should be
maintained. When engine is being overhauled, TCM recommends all parts be brought back to new parts
dimensions by rework or replacement. Installed parts should never exceed Service limit. See Section
72-30-10 New Parts and Service Limits.
FIGURE 72-20-1 5B. CYLINDER ASSEMBLY DIMENSIONS (STRAIGHT VALVE)
72-20-1 2 February 1989
forth across the hole until it breaks off at the notch. Coat a Heli-Coil Corporation No. 520-2
expanding tool threaded end with Alcoa thread lube or a mixture of white lead and oil, and
screw it into the new insert until its final thread forces the teeth firmly into the cylinder
head metal (See Figure 72-20-148).
72-20-1 5 CYLINDERS
DIMENSIONAL CHECK
When performing cylinder wear dimensional check see Figures 72-20-1 5A & B.
FIN REPAIRS
Straighten slightly-bent barrel fins with longnose pliers. File to smooth the edges of broken
head fins. If it becomes necessary to cut out a vee notch to stop a head fin crack, a slotted
drill bushing to fit over the fin and a 3/16 inch twist drill may be used to cut the notch. Its
apex must be rounded and the edges should also be rounded. If such repairs and previous
breakage have removed as much as 10% of the total head fin area, the cylinder assembly has
reached the limit of its repair and the cylinder must be replaced.
72-20-16 VALVE GUIDES REMOVAL AND INSTALLATION.
Use heavy duty drill press and Borroughs No. 5221 Holding Fixture or equivalent to hold cylinder. DO
NOT ATTEMPT PROCEDURE BY HAND.
VALVE GUIDE REMOVAL
1. Use a No. 4981 Remover. Select proper size head. Install on removing handle. Attach to
cold water supply.
2. Heat cylinder to 550-600F. Heat soak one hour.
3. Install pilot into guide. Hold down firmly into guide bore with hand on water release
button. Use other hand to work sliding hammer. Release the water and hammer out
guide while water is running. Both guides can be removed with one heating. Support
cylinder with barrel up. Use wooden blocks to keep from damaging rocker cover surface.
4. Allow cylinder to cool to room temperature.
VALVE GUIDE INSTALLATION
1. Measure valve guide boss and select proper No. 4914 or No. 4943 series reamer to ream
valve guide boss to required oversize. Consult Table of Limits Figure 72-30-08 for
proper interference fit. Guide boss must be clean and free from pits or grooves. Run
standard reamer through first. If bore is not clean, go to next larger size reamer. Use
No. 2849 Plug Gages to check fit.
2. Heat cylinder head to 450-500 F. and install guide cold with No. 4912, No. 2842, or No.
3619 Replacer. A small amount of lubricant oil on the guide will reduce the chance of
binding during installation.
REAMING VALVE GUIDES
1. Install No. 52218 Holding Fixture or equivalent into drill press to hold cylinder. DO
NOT ATTEMPT PROCEDURE BY HAND.
February 1989 72-20-1 3
2. Index fixture to proper angle and install cylinder into fixture. Zero in guide with dial
indicator.
3. Select proper reamer from Borroughs Tool Catalog. Ream at 400 RPM for high speed
steel reamers and 700 RPM for Carbide tip reamers (Do not use carbide tip reamers for
hand cutting) with plenty of lubricant.
4. Check finished bore with No. 4933, No. 2848 or No. 3615 plug gages. Refer to Table of
Limits Figure 72-30-08 for correct stem hole finished sizes.
NOTE . . . See TCM Service Bulletin M85-18 or current revision as applicable for
further information.
NOTE . . . All tool numbers are Borroughs P/N's.
72-20-17 VALVE ROCKERS. Worn bushing may be driven out with a suitable drii, and if properly
designed, the same tool may be used to drive in new bushings. The rocker must be supported
on a ring, which will allow the old bushing to pass through. Press the new bushing in Rush
with the rocker hub after dipping it in clean lubricating oil. Ream the new bushing to the
specified diameter. It is advisable to plug the oil holes with beeswax before reaming. Be sure
to remove the wax after reaming. Lightly break the sharp edge at each end. (Refer to Figure
72-20-1 7).
72-20-18 HYDRAULIC VALVE LIFTERS (See Figure 72-20-18). Stand valve lifter on its flat end. Use a
small screwdriver and carefully pry snap ring (1) from body groove, holding down socket (2)
with a pushrod until ring has been removed. Invert lifter and catch socket as it drops out.
Insert a finger into plunger (3) and withdraw plunger (3), spring (7) and check valve
assembly (3, 4, 5, 6). If plunger is stuck in body (8), hold plunger down fully and scrape out
carbon deposit. If this obstruction cannot be removed, or if plunger is seized by score marks,
the entire assembly must be replaced. Remove spring (7), by turning as if to unwind it while
pulling outward. Be careful not to stretch spring out of shape. Remove check ball (4) from
plunger by removing retainer (6), lifting spring (5) and ball (4).
NOTE . . . If major engine overhaul, hydraulic valve lifters are recommended 100%
replacement.
1. Ring, Retaining
2. Socket, Hydraulic Lifter
4. Check Ball
5. Ball Check Spring
6. Ball Check Retainer
7. Spring Plunger
8. Body Valve Lifter
FIGURE 72-20-18. HYDRAULIC LIFTER.
72-20-19 CONNECTING RODS.
CAUTION . . . In order to assure good dynamic balance, connecting rod assemblies for new
engines are selected in pain with a maximum weight vmMQtrion of 1/2 ounce in opposite bays.
This limit cannot be maintained if material is removed from any of the original in a set.
nterefore, r o b are supplied in matched sets only.
72-20-1 4 February 1989
72-20-20 PISTON PIN BUSHING REPLACEMENT. TCM recommends connecting rod Piston Pin Bushing
be replaced 100% at overhaul. The connecting rod does not need to be heated for this
operation. Press out the old bushing in an arbor press, using a drift only slightly smaller than
the bushing O.D. Make sure that the rod bore is smooth. Dip the new bushing in engine
lubricating oil before placing it in position, and locate the split as illustrated in Figure 72-
20-20. (The position number is stamped on the rod and cap bosses on the far side.) Ream or
bore the new bushing to the specified diameter and check alignment as described in
paragraph 7240-05. The center-to-center distance given in Figure 72-20-20 will be held
automatically if the bore is centered in the new bushing.
FIGURE 72-20-20. CONNECTING ROD AND BUSHING DIMENSIONS.
72-20-21 CRANKSHAfT ASSEMBLY. Raised edges from small nicks on hard surfaces such as crankpins
and journals, can be removed with a hard Arkansas stone. Do not use a coarse abrasive. Do
not attempt to remove deep scoring or indications of overheating which render the
crankshaft unserviceable. Polish crankpins and main journals with long strips of crocus cloth
while the shaft is rotated about 100 RPM in a lathe. Since gears are shrunk fit: to the
crankshaft, it may be necessary to dip the gear in oil heated to 300F. before removal. These
operations should precede magnetic particle inspection.
Hardened steel bushings in the crankshaft blades must be removed and replaced if excessively
worn. It is recommended that these bushings be replaced during major engine overhaul
regardless of condition. It may be necessary to chill the old bushings to free them. New
bushings must be chilled before installation, and the holes must be smooth. No finishing
operation is required for the new bushings, since they are made to final dimensions. They
must be pressed into the same positions as the original parts.
February f 989 72-20-1 5
NOTE . . . Crankpins and crankshaft main journals may be reground to the allowable 0.010
inch undersize. Reground crankshafts must be re-nitrided.
CAUl"l0N . . . Crankshafr counterweights are matched in paits with a maximum weight
variation of 2 grams, and the complete crank-shaff and counterweight assembly is dynamically
balanced As a result, if either counterweight is damaged, it will be necessary to discard both
on that cheek mad procure a matched pair for replacement.
72-20-22 IDLER GEAR. Replacement of excessively worn idler gear bushings is not recommended,
because a special fixture is required to hold the gear during the boring operation, in order to
maintain the necessary concentricity of the bushing hole and the gear pitch circle.
72-20-23 MAGNETO AND ACCESSORY DRIVE ADAPTER ASSEMBLY. The magneto and accessory drive
adapter bushing must be replaced at major overhaul. Turn down the bushing flange to the
body diameter (0.942 inch) and bore out the bushing to a thin shell which can be collapsed.
Take care not to cut into the end of the adapter boss or to mark the adapter bore. Press in
a new bushing with an arbor press after dipping it in dean engine lubricating oil. The rear
pad of the adapter, rather than the studs, must be supported on a parallel block and flat
Mock must be used to exert pressure unless the arbor has a perfect end. Ream or bore the
bushing to the specified diameter, then face the flange until it projects forward 1.454-1.458
inch from the adapter parting surface. Chamfer the bore at the flange end 1/16 inch deep on
a 45O angle, and slightly break sharp edges at both ends. The bushing hole must be
concentric with the adapter pilot shoulder within 0.002 inch and square with the parting
surface within 0.002 inch per inch of length. Its flange thrust face must be parallel to the
parting surface within 0.002 inch (full indicator reading).
CAUTION . . . Before boring a new bushing, plug its oil holes with beeswax to exclude chips
from the adapter groove. Be sure to remove the wax completely afer the operation.
The old seal may be driven out with a 118 inch diameter pin punch inserted through the four
oblique oil holes in the bushing boss alternately. If the seal is too tight for that method,
drill and tap two opposite machine screw holes in the exposed flange of the seal case to
match two screw clearance holes in a pressure plate which can be laid on the adapter studs.
Run nuts on two long machine screws; then insert the screws through the pressure plate
holes, and screw them into the holes tapped in the seal. To avoid unnecessary stoning of the
seal bore, tighten the nuts against the plate to pull the seal squarely from its recess. Smooth
any scores in the vacant adapter counterbore. Coat the periphery of a new oil seal with
lubricating grease, and press it into the adapter with an arbor press and a flat end block of
1.318 inch diameter by 1-1 /4 inch length.
72-20-24 TACHOMETER DRIVE HOUSING. Remove the oil seal with a suitable oil seal puller. If the
housing counterbore is scored, smooth it with crocus cloth. Spread a film of Grade 50 MHS-
27 oil on the perimeter of a new seal. Then press the seal squarely into the housing with its
lip pointed outward, facing the oil source.
72-20-25 STARTER DRIVE ADAPTER. The clutch spring sleeve is pre-shrunk and doweled into the
housing. If it is necessary to remove the needle bearing in the adapter, a removing driier
may be purchased (See Section 1-20-00 Tools, Figure 45).
Check oil feed holes to the starter adapter shaftgear. Hole diameter must be .0918-.0968 to
reduce possibility of clogging and causing lubrication loss to starter adapter clutch spring.
The oil feed hole comes off the rear cam bearing of the 1-3-5 crankcase half and intersects
a short hole in the center of the needle bearing counterbore. Hole can be enlarged to
diameter shown above after removal of the starter adapter.
72-20- 16 February 1989
72-20-26 OIL PUMP ASSEMBLY. Except for stoning nicks on parting flanges and replacement of studs
and worn parts, no repairs to the pump assembly are possible. The pump driven gear shaft is
pressed into the pump housing and cannot be replaced successfully. The pump gear chamber
must not be enlarged. If it is scored, the housing must be discarded. Heavy scoring on the
gear contact area of the tachometer drive and pump cover, renders this part unserviceable,
unless the parting surface can be lapped smooth and perfectly flat.
72-20-27 IGNITION CABLES. All ignition cable assemblies or harness assemblies must be replaced at
each overhaul. If the high tension outlet plates are in good condition new cable assemblies
may be installed on them. On TCM harness assemblies push the cable end through the outlet
plate and install the inner ferrule, grommet and outer ferrule (eyelet) onto cable center wire.
On Slick harness assemblies push the cable end through the outlet plate and install the
tapered drive ferrule, press drive ferrule into outlet plate, install insulator sleeve, spring on
electrode screw and screw into cable end.
Observe the "1" mark on the exterior side of each outlet plate adjacent to the No. 1 cable
outlet hole, (Refer to Figure 72-20-17), and observe that the numerals appearing at the spark
plug ends of the high tension leads indicate the cable to cylinder position. Complete
installation of high tension cables into outlet plate insuring their proper location according
to wiring diagram 72-20-27.
RIGHT MAC
LQWER SPARK PLUGS
FIGURE 72-20.27. IGNITION WIRING DIAGRAM.
February 1989 72-20-1 7
INTENTIONALLY
LEFT .
BLANK
72-20-4 8 February 1989
SECTION 72-30
INSPECTION
INSPECTION
General
Visual lnspection
Magnetic Particle lnspection
Ultrasonic lnspection
Flourescent Particle lnspection
Dimensional lnspection
Dimensional Limits
Table of Limits
Original Dimension
New Parts and Service Limits
Critical New Parts Dimensions
Protective Coating
Application of "Alodizing"
Repair of "Alodized" Surfaces
Enamel Coatings
February 1989 72-30-01
72-30-00 INSPECTION
72-30-01 GENERAL
The following definitions apply to terms used to describe kinds of damage for which parts
should be inspected.
ABRASION: Scratching of a surface, either by motion while in contact with another
part, by mechanical cleaning, or resurfacing with abrasive cloth or lapping com-
pound.
BURNING: As applied to valve heads, this term 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, in absence of lubrication on moving surfaces such as gear teeth,
subject to high loading.
BURR: A sharp projection of metal from an edge, usually the result of drilling,
boring, countersinking, etc., but may also be caused by excessive wear of one or
both surfaces adjacent to the burred edge.
CORROSION: Deterioration of a surface, usually caused by oxidation of metal.
ELONGATION: Stretching or increase in length.
FRETTING: Scuffing or deterioration of a metal surface caused by vibration or
chattering against another part. A fretted steel surface may appear dull, scuffed,
or corroded, depending on length of time subjected to the action.
GALLING: Excessive friction between two metals resulting in particles of the softer
metal being torn away and "welded" to the harder metal.
INDENTATION: Dents or depressions in a surface caused by severe blows.
OXIDATIONS: Chemical combining of a metal with atmospheric oxygen. Aluminum
oxide forms a tough, hard film and protects the surface from further
decomposition; however, iron oxides do not form a continuous cover or protect
underlying metal. Oxidation of steel parts is progressive and destructive.
PITTING (OR SPALLING): Small, deep cavities with sharp edges. May be caused in
hardened steel surfaces by high impacts or in any smooth steel part by oxidation.
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.
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, when fine, hard particles
are forced between moving surfaces, as in a bearing and journal, or by galling
when a moving part is not supplied with lubricant.
72-30-02 February 1989
PROTECTION FROM CORROSION: Coat- all steel parts with corrosion preventive oil. At
inspection, parts are wiped free of oil, to provide easy handling and true dimensional
readings. Immediately after inspection, parts must be cleaned to eliminate fingerprints and
contaminates, completely recoated with corrosion preventive oil and packaged properly to
prevent damage.
72-30-02 VISUAL INSPECTION. Parts without critical dimensions, small parts, running parts, and others
of major importance, must be inspected visually with at least a 10X magnifying glass under
good light for surface damage such as nicks, dents, deep scratches, visible cracks, distortion,
burned areas, pitting, pick-up of foreign metal, and removal of enamel coating. Visual inspec-
tion should also determine the need for further cleaning of obscure areas. lnspect all studs
for possible bending, looseness or partial removal. lnspect all threaded parts for nicks and
other damage to the screw threads. After visual inspection, the engine parts should be in
three groups: Apparently serviceable parts, repairable parts and parts to be discarded.
72-30-03 MAGNETIC PARTICLE INSPECTION. Inspection by the Magneflux method must be conducted
on all ferrous parts listed in Section 723043, and in accordance with the methods and data
in the table before dimensional inspection. The Magnaglow method is recommended whenever
the necessary equipment is available. This method employs magnetic particles coated with a
flourescent organic material which may be illuminated with a "black light", as in the Zyglo
process, to amplify an indication of weakness. If a crankshaft is doubtful after a circular
magnetization and inspection, demagnetize ,and remagnetize it longitudinally for further
inspection.
NOTE . . . Before magnetic particle inspection, piston pins and valve rocker shafts must be
polished with crocus cloth.
CAUTION . . . Before magnetic particle inspection of any part, plug small holes leading to
obscure cmavrties with tight-fitting wood plugs or with a hard grease which is soluble in
lubricating oil to prevent particles from lodging in places where they would be dificult to
remove, and in places that are not subject to visual inspection. After magnetic particle
inspection, remove all such plugs and clean the part thoroughly in solvent, and rly with
compressed air. Check for complete demagnetization.
February 1989 72-30-03
MAGNETIC PARTICLE INSPECTION
FLOURESCENT METHOD PREFERRED,
WET CONTINUOUS PROCEDURE REQUIRED
Journals, fillets, oil
drilled hole edges.
On Conductor Bar Pad, socket under
side arms and boss.
Center Conductor
Teeth Between
Heat Two Times 90'
Threads Under Head.
NOTE: (*)
LONGITUDINAL MAGNETISM: Current applied to solenoid coil surrounding the work.
CIRCULAR MAGNETISM: Current passed through work or through non-magnetic conductor bar
inserted through work.
72-30-04 February 1989
72-30-04 CRANKSHAFT ULTRASONIC INSPECTION PROCEDURE.
A. PURPOSE. To provide a procedure for ultrasonic inspection of crankshaft intermediate main
bearing journal fillet areas.
B. METHOD. This procedure describes the use of a shear-wave, pulse-echo, angle-beam ultrasonic
inspection technique.
The sound enters at one end of the main bearing journal and propagates through the steel at a
45O angle. The sound reaches the crankshaft center hole and is reflected back up into the region
of the fillet at the other end of the same journal.
If an ultrasonic reflector, in the form of a crack, exists in the region, the sound is reflected back
along the same path to the surface applied transducer, and displayed as a signal on the screen of
the inspection instrument.
In the absence of a reflector in the region into which the sound is directed, no signal is
displayed.
C. EQUIPMENT.
1. Instrument. Wheelfax Jr., Mark IV Model or Fax Corporation, Danbury, Connecticut.
2. Probe. Miniature Transducer Gamma Series 5MHz KrautKramer/Branson Cat. #MSWS
224-580 Miniature Shear Wave Wedge 45O K/B Cat. #MSWS-X W-028 Kraut-
Kramer/Branson, Stratford, Connecticut.
3. Reference Block. TCM Part #643901.
4. Couplant. SAE 50 weight lubricating oil.
D. CALIBRATION.
1. Connect instrument to 120V AC source or note that self-contained rechargeable
battery is at recommended level.
2. Lift instrument face cover and turn on by pulling the On/OfF switch.
3. Turn gate off by pushing button switch on side of instrument.
4. Insert probe lead into connector on instrument side.
5. Clean surface of Reference Block, then apply oil to block surface near fillet opposite
the test hole. Place probe on the oiled block with acute angle end backed up to the
bearing journal fillet opposite the test hole. Manipulate the probe until the signal from
the test hole reaches maximum height on the screen, always maintaining an oil film
between the probe and journal surface. Holding the probe steady, adjust the Gain Control
to bring the signal to approximately 80% of screen height (5th horizontal line from
bottom of screen). Observe that the test hole step and Reference Block back face
reflections are visible on the screen, to the right of the test hole bottom signal.
6. Bring the bottom of the signal's left-hand flank to the verticle center line of the
screen by adjusting the Delay Control.
February 1989 72-30-05
7. Turn gate on by pressing gate switch. Adjust gate control to position the gate one
division on both sides of the center line of the screen. The instrument is now calibrated
and ready for use.
E. INSPECTION. Keeping in mind that the probe is positioned at one main bearing journal
fillet while inspecting the opposite fillet area, proceed as follows:
1. Clean the surface, then apply couplant oil to one of the crankshaft intermediate
bearing journals, and position probe as on the Reference Block, facing the opposite rod
cheek in the approximate center of that rod journal. Carefully move the probe around
the main journal about 4 5 O on both sides of the center, while watching the screen and
alarm light.
2. Wipe all oil from the main journal, then reverse probe, applying oil only under the
probe, scan opposite fillet. Repeat on the other intermediate main journal, inspecting a
total of 4 fillet areas.
3. The presence of a reflector, which may be a crack in the fillet region will present a
signal on the screen in the gate, the same as that produced by the test hole in the
Reference Block, and cause the alarm light to Rash.
F. DISPOSITION.
1. Accept crankshafts which show no valid sign within the gate area of the CRT screen
when inspected in accordance with this procedure. Note completion of inspection in
engine log.
I
2. Fdlow instructions of TCM Service Bulletin M87-5 Rev. 1 for disposition of
crankshafts which show a valid signal of any amplitude (height on screen) within the
screen gate area.
G. OPERATIONAL PRECAUTIONS.
1. Couplant Oil. Proper transmission of sound requires a complete film of oil between
the work surface and the probe. Apply oil generously to the crankshaft main journal, but
only under the probe location. The surface of the fillet area under inspection must be
free of oil to prevent spurious signals.
2. Probe Maintenance. At weekly intervals, or after equipment has been idle, loosen
screws on probe and separate the transducer from the shoe sufficient to add oil between
the mating surfaces.
The wear shoe is supplied radiused to fit the crankshaft journal. With usage, the shoe
will wear sufficiently to change the sensitivity of the test. This condition will be noted
when calibration becomes difficult or the patterns displayed on the screen differ from
the original pattern. Replace the shoe for correction.
Replace probe lead when it becomes stiff or frayed to avoid electrical noise and spurious
signals.
3. Signal Base. It is important to distinguish between valid signals displayed on the CRT
screen, indicating a discreet reflector in the material, and a spurious signal caused by
electrical noise or other extraneous source.
72-30-06 February 1989
Note on the Reference Block the signal produced by the .030" test hole bottom has two
distinct flanks, left and right, with a measurable space between. The space is a measure
of the diameter of the reflector and is termed "Signal Basen.
A valid signal has a discernible signal base, distinguishing it from a spurious signal which
may appear as a signal flank display.
- .
DEL&Y CONTROL
FIGURE 1. FIGURE 2. FIGURE 3.
FIGURE 4. FIGURE 5. FIGURE 6.
SHOWING REGION OF FILLET TO BE INSPECTED.
SHOWING SOUND PATH SHOWING VALID SIGNAL ON CRT SCREEN
FROM PROBE TO FILLET REGION
72-30-05 FLOURESCENT PARTICLE INSPECTION. This process commonly known under the trade name
"Zyglo", is recommended for inspecting aluminum alloy parts for invisible cracks. The
standard operating technique for the process is applicable.
72-30-06 DIMENSIONAL INSPECTION. Areas of running parts and bushings subject to wear should be
inspected for serviceable ffi with mating parts by comparative linear measurements and
alignment measurements, using standard pattern precision measuring instruments such as
micrometer calipers, telescoping gages, and dial .indicators. The use of a dial-type cylinder
bore gage is preferred, rather than tools not specifically designed for this purpose.
72-30-07 DIMENSIONAL LIMITS. After comparative measurements of mating parts and determination of
running clearance, refer to the Table of Limits, Section 72-30-08, and to the Limits Charts,
72-30-08, to locate the reference number of each fit and the acceptable limits assigned to it.
Limits under the column heading "New Parts" are manufacturing limits. All running clearances
in this column apply to mating parts, both of which are new, and the low limit applies in all
instances; however, such clearances are allowed to increase with wear to, but not beyond, the
values in the colunn headed "Serviceable Limit' (See Section 7230-10 New Parts and Service
Limits). Oversize parts are supplied, in some instances, to permit conformity to this
requirement.
72-30-09 ORIGINAL DIMENSIONS. Although comparative measurements of mating parts will determine
the serviceability of the fit, it is not always easy to determine which part has worn the
most, and in some instances (e.g., main journals in new bearing inserts), accurate
measurements of fit are not possible. While no limits of wear on critical dimensions have
been assigned to specific parts, it is helpful in estimating wear to know the original
dimensions. Therefore, the manLtfacturing limits *Critical New Parts Dimensionsn, in Section
72-30-09, should be consulted when the serviceability of a specific part is in doubt.
February 1989 72-30-07
72-30-10 NEW PARTS AND SERVICE LIMITS
TCM provides a limited number of parts, dimensions, and assembly clearances in its publications which
are considered essential to perform a quality overhaul of its' engines. These values are termed "New
Parts Limits" taken from parts drawings in effect at the time of publication. In addition, a list of those
items recommended for replacement at overhaul (100% Replacement Parts Section 1-00-04) is provided for
which dimensional limits cannot be specified to determine their suitability for continued use.
TCM also provides "Service Limits" information for re-usable parts. They are intended as a guide line for
re-use when performing maintenance of the engines prior to major overhaul.
Parts with dimensions or fits that exceed service limits should not be used. Parts with values up to and
including service limits may be used, however, judgment should be exercised considering the proximity of
the engine to its recommended overhaul time. Service limits shoud not be used when overhauling an
engine.
72-30-08 February 1989
72.30-08 . TABLE OF UMlTS CHART (1)
I Ref . @ Se~fceable New Parto
No . Descrl~Uon UmR Min . Max .
GEAR BACKLASH
. . . . . . . . 1 Crankshaft gear and camshaft gear Backlash: 0.0160 0.0080 0.0120
. . . . . . . . . . 2 Crankshaft gear and idler gear Backlash: 0.0160 0.0080 0.0120
3 idler gear and magneto drive gear
(right and left) . . . . . . . . . . . . . . . Backlash: 0.0160 0.0080 0.0120
. . . . . . . 4 Starter shaftgear and crankshaft gear Backlash: 0.0160 0.0080 0.0120
(
@See Section 723010 b w Parts and Service Limits . February 1989 72-30-09
FIGURE 72-30-08
TABLE OF UMlTS
(CHART 2)
I Ref . @ S. rvi cuM New P art8
No . Descrlvtlon UmR Mln . Max .
CYLINDER AND HEAD ASSEMBLY
Cylinder bore (lower 4-1/4' of barrel) . . . . . . . Diameter:
Cylinder bore choke (at 5.75" from open
. . . . . . . . . . . . . . . end of barrel) Taper:
Cylinder bore out-of round . . . . . . . . . . .
Cylinder bore . . . . . . . . . . . . (WlO).Allowable Oversize:
Cylinder bore . . . . . . . . . . . . (W15)Abwable Oversize:
Cylinder bore surface roughness . . . . . . . . . RMS:
Cylinder barrel in crankcase . . . . . . . . . . . Diameter:
Intake valve seat insert in cylinder head . . . . . . Diameter:
Intake valve guide in cylinder head . . . . . . . . Diameter:
Exhaust valve guide in cylinder head . . . . . . . Diameter:
Exhaust valve guide in cylinder head . . . . . . . Diameter:
Exhaust valve guide in cylinder head . . . . . . . . -Diameter:
Intake valve seat . . . . . . . . . . . . . . . Wtdth:
Exhaust valve seat . . . . . . . . . . . . . . Width:
Exhaust valve seat-to-valve guide axis . . . . . . . Angle:
Intake valve seat-to-valve guide axis . . . . . . . . Angle:
ROCKER ARMS AND SHAFTS
Rocker shaft in cylinder head bosses . . . . . . . Diameter:
Rocker shaft in rocker arm bearing . . . . . . . . Me t e r :
Rocker arm bearing in rocker arm . . . . . . . . . Diameter:
Rocker arm . . . . . . . . . . . . . . . . . Side Clearance:
Rocker arm to rotocoil . . . . . . . . . . . . . Clearance:
Rocker arm grind . . . . . . . . . . . . . . . Width:
Intake valve in guide . . . . . . . . . . . . . Diameter:
Exhaust valve in guide (niresist) . . . . . . . . . Diameter:
8 Exhaust valve in guide (nitralloy) . . . . . . . . . Diameter:
Intake valve face (to stem axis) . . . . . . . . . . Angle:
Exhaust valve face (to stem axis) . . . . . . . . . Angle:
Intake valve ( ma . regrind . 015) . . . . . . . . . Length:
Exhaust valve ( ma . regrind .0l5 ). . . . . . . . . Length:
lntake and exhaust valve (full indicator
reading) concentricity . . . . . . . . . . . .
Hydraulic lifter-to-valve stem . . . . . . . . . .
PISTONS. RINGS AND PINS
26 Piston (2nd & 3rd lands) i n cylinder .
27 Piston (bottom of skirt) In cylinder . .
. . . . . 28 l o p piston ring in groove
. . . 29 Second piston ring in groove
28/29 @ Top and second piston ring in groove
30 Third piston ring in groove . . . .
. . . . 31 Fourth piston ring in groove
1 a Top ring gap at 6.32 from open end
of barrel . . . . . . . . . .
. . . . . . . Diameter:
. . . . . . . Diameter:
. . . . . . . Side Clearance:
Side Clearance: . . . . . . .
. . . . . . . Side Clearance:
Side Clearance: . . . . . . .
. . . . . . . Side Clearance:
. . . . . . . Gap:
SEE flGURE 72-20-1s & B
SEE FlGURE 72-20-1s & B
0.0030 0.0000 0.0020
5.266 5.261 5.263
5271 5266 5.268
15 25
0.OOQOL 0.0100L
0.0090T 0.0120T
0.WlOT 0.W25T
0.WlOT 0.W25T
0.0012T 0.0027T
0.W70T 0.0100T
O.OE;30 0.1400
0.0630 0.1400
44O30' 45O00'
so 30' so0 00.
72-30-1 0 February 1989
FIGURE 72-30-08
TABLE OF UMlTS
(CHART 2) Continued
I Ref. @ Serviceable New Parts
No. Descri~tion Limit Min. Max.
Second ring gap at 6.32 from open end
. . . . . . . . . . . . . . . . . of barrel Gap:
Third ring gap at 5.63 from open end of
barrel . . . . . . . . . . . . . . . . . . Gap:
Fourth ring gap at 4.18 from open end of
barrel . . . . . . . . . . . . . . . . . . Gap:
. . . . . . . . . Top & 2nd ring (standard gap). Tension:
Third ring assembly (standard gap) . . . . . . . . Tension:
. . . . . . . . . . . Fourth ring (standard gap) Tension:
Piston pin in piston (standard or 0 . W
oversize) . . . . . . . . . . . . . . . . . Diameter:
. . . . . . . . . . . . . . . . . Piston pin Diameter:
. . . . . . . . . . . Piston pin (0.005" oversize) Diameter:
Piston pin in cylinder . . . . . . . . . . . . . End Clearance:
Piston pin in connecting rod bushing . . . . . . . Diameter:
Bushing in connecting rod . . . . . . . . . . . Diameter:
. . . . . . . . . . . . . Bolt in connecting rod Diameter:
. . . . . . . Connecting rod bearing on crankpin. Diameter:
Connecting rod on crankpin. . . . . . . . . . . End Clearance:
Connecting bearing and bushing twist or
convergence per inch of length. . . . . . . . .
12 Lbs.
11 Lbs.
8 Lbs.
.020
13 Lbs.
12 Lbs.
9 Lbs.
.030
17 Lbs.
16 Lbs.
13 Lbs.
CRANKCASE AND AlTACHED PARTS
. . . . . . . . . . . 45 Hydraulic lifter in crankcase Diameter: 0.0035L 0.001OL 0.0025L
SPRING TEST DATA
46 Inner valve spring (631521) compressed to
. . . . . . . . . . . . . 1.230 inch length. Load: 82 Lbs. 87 Lbs. 97 Lbs.
lnner valve spring (631521) compressed to
. . . . . . . . . . . . . 1.746 inch length. Load: 29 Lbs. 32 Lbs. 38 Lbs.
47 Outer valve spring (637837) compressed to
. . . . . . . . . . . . . 1.275 inch length. Load: 118 Lbs. 126Lbs. 140Lbs.
Outer valve spring (637837) compressed to
1.791 inch length. . . . . . . . . . . . . . Load: 46 Lbs. 49 Lbs. 55 Lbs.
@ Measure piston ring tension on diameter perpendicular to gap when ring is compressed to specified inch gap.
@ For engines with cast insert pistons.
@ Clearances for standard guides PIN 643767.
@ Clearances for nitralloy prefinished guides P/N 648014.
I @ See Section 72-30-10 New Parts and Service Limits.
NOTE.. . After dimensions, t = Loose, T = Tight
February 1989 72-30-1 1
7
2
-
3
0
-
0
8
.

T
A
B
L
E

O
F

L
I
M
I
T
S

C
H
A
R
T

(
2
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FIGURE 72-30-08
TABLE OF LIMITS
(CHART 3)
1 Ref. @ Serviceable New Parts
No. Description Urn& Min. Max.
CRANKSHAFT
1 @ Crankshaft in main bearings. . . . . . . . . . . Diameter:
2 Crankpins . . . . . . . . . . . . . . . . . Out-of-Round:
3 a Main Journals. . . . . . . . . . . . . . . . Out-of-Round:
. . . . . . . 4 @ Crankshaft main and thrust journals. Diameter:
. . . . . . . . . . . . . . . . . 5 @ Crankpins Diameter:
6 @ Crankshaft runsut at center main journals
(shaft supported at thrust and rear journals)
full indicator reading . . . . . . . . . . . .
7 @ Crankshaft run-out at propeller flange
(when supported at front and rear main
journals) full indicator reading . . . . . . . . .
. . . . . . 8 @ Damper pin bushing in crankcheek ext. Diameter:
9 Damper pin bushing in counterweight . . . . . . . Diameter:
10 @ Damper pin in counterweight . . . . . . . . . . End Clearance:
11 @ Crankcheek in countwewight . . . . . . . . . . Side Clearance:
12 @ Crankshaft gear on crankshaft . . . . . . . . . . Diameter:
13 @ Crankshaft i n thrust bearing. . . . . . . . . . . End Clearance:
14 @ Governor oil transfer collar on
crankshaft . . . . . . . . . . . . . . . . Diameter:
CAMSHAFT
15 Camshaft journals in crankcase . . . . . . . . . Diameter: 0.0050L 0.0010L 0.0030L
16 Camshaft in crankcase. . . . . . . . . . . . . End Clearance: 0.0140 0.0050 0.0090
17 Camshaft runout at center journals (shaft
supported at end journais)
full indicator reading . . . . . . . . . . . . 0.0030 0.0000 0.0010
. . . . . . . . . 18 Camshaft gear on camshaft flange Diameter: O.OO05T 0.0015L
. . . . . . . . . 19 Governor drive gear on camshaft Diameter: O.OO6OL 0.0002L 0.0020L
CRANKCASE AND ATTACHED PARTS
. . . . . . . . . . . 20 Through bolt in crankcase Diameter: 0.0005T 0.0013T
21 Idler gear support pin in crankcase (front) Diameter: 0.0010L 0.001 5T O.OOO5L
22 Idler gear support pin in crankcase (rear) Diameter: 0.0005L 0.0025L
. . . . . . . 23 Oil pump housing pilot in crankcase. Diameter: 0.0010L 0.0030L
ACCESSORY DRIVE IDLER ARM
. . . . . . . . . . . . . 24 Bushing in idler gear Diameter: 0.001OT O.oo30T
. . . . . . . . . . 25 Idler gear support in bushing Diameter: 0.0050L 0.0015L 0.0035L
26 Idler gear. . . . . . . . . . . . . . . . . . End Clearance: 0.0430 0.0020 0.0330
@ For modified crankshaft engines See Modified "B" Series Table of Limits.
@ # crankshafts are wom beyond these limits they may be repaired by grinding crankpins and journals to 0,010" under
new shaft limits and renitriding the crankshafts.
@) Refer to Section 72-4003 for allowable wear at damper pin bushings.
I @ See Section 72-30-10 New Pam and Service Limits.
NOTE. .. After dimensions, L = Loose, T = Tight
February 1989 72-30-1 3
FIGURE 72-30-08
TABLE OF LIMITS
(CHART 3) Continued
I Ref. @ Serviceable New Parts
No. Descri~tion Umit Min. Max.
OIL PRESSURE PUMP ASSEMBLY
27 Scavenge pump driven gear in scavenge
pump housing. . . . . . . . . . . . . . . Diameter: 0.0100L 0.0055L 0.0080L
28 Scavenge pump driver gear in scavenge
pump housing. . . . . . . . . . . . . . . Diameter: 0.0100L 0.0055L 0.0080L
29 Scavenge pump drive and driven gear in
scavenge. pump . . . . . . . . . . . . . . End Clearance: 0.0050 0.0005 0.0030
30 Oil pump driven gear shaft in oil pump
housing . . . . . . . . . . . . . . . . . Diameter: 0.0010T O.oo30T
. . . . . . . . . . 31 Oil pump driven gear on shaft Diameter: O.OO40L 0.005L 0.0025L
. . . . . . . . . Oil pump driven gear in housing Diameter: 0.0080L O.OO4oL 0.0060L
. . . . . . . . . 32 Oil pump driven gear in housing Diameter: O.OO6OL 0.0015L O. WL
72-30-14 February 1989
F
I
G
U
R
E

7
2
-
3
0
-
0
8
.

T
A
B
L
E

O
F

L
I
M
I
T
S

C
H
A
R
T

(
3
)

FIGURE 72-30-08
TABLE OF LIMITS
(CHART 4)
I Ref. @ Serviceable New Parts
No. Description Limit Min. Max.
CRANKCASE AND ATTACHED PARTS
1 Governor drive shaft in crankcase. . . . . . . . . Diameter: O.Q[)50L 0.0014L 0.0034L
OIL PRESSURE RELIEF VALVE ASSEMBLY
2 Oil pressure relief valve adjusting
screw in plunger . . . . . . . . . . . . . . Diameter: 0.010 0.025
OIL PRESSURE PUMP ASSEMBLY
. . . . . . . 3 Oil pump driver gear in pump housing Diameter: 0.0040L 0.0065L
4 Oil pump driver gear in shaft in pump
. . . . . . . . . . . . . . . . . housing Diameter: 0.0045L 0.0015L 0.0030
5 Oil pump driven gear in pump housing. . . . . . . End Clearance: 0.Q050 0.0005 0.0030
6 Oil pump driver gear in pump housing . . . . . . . End Clearance: 0.0050 0.0005 0.0030
7 Oil pump driver gear shaft in cover
. . . . . . . . . . . . . . . . oil pump. Diameter: 0.0045L 0.0015L 0.003OL
8 Oil pump driver gear shaft in tachometer
drive bevel gear . . . . . . . . . . . . . . Diameter: 0.0040L O.WX)5L 0.0025L
TACHOMETER DRIVE ASSEMBLY
. . . . . 9 Tachometer drive shaft in oil pump cover. Diameter: 0.W45L 0.0015L 0.0030L
. . . . . . . 10 Oil seal in tachometer drive housing. Diameter: 0.001 OT 0.007OT
GEAR BACKLASH
. . . . . . . . 11 Oil pump driver and driven gears. Backlash: 0.0270 0.0140 0.0128
. . . . . . . . Oil pump driver and driven gears. Backlash: 0.0160 0.0090 0.0130
12 Scavenge pump driver and driven gears . . . . . . Backlash: 0.0270 0.0140 0.0218
13 Tachometer drive gear and tachometer
driven gear . . . . . . . . . . . . . . . . Backlash: 0.0120 0.0040 0.0080
14 Governor drive gear and governor driven
geac . . . . . . . . . . . . . . . . . . Backlash: 0.0090 0.0020 0.0060
SPRING TEST DATA
15 Oil temperature control valve 0.090 inches
minimum travel at . . . . . . . . . . . . . Temperature: 120 170'
Oil temperature control valve must close
between . . . . . . . . . . . . . . . . .Oil Temperature: 1 68O 1 72O
16 Relief valve spring (6341 50) compressed
. . . . . . . . . . . . . to 1.25 inch length Load: 30 Lbs. 32 Lbs. 37 Lbs.
17 Oil filter by-pass valve spring (631478) in
pump compressed to 1.09 inch length . . . . . . Load: 5.0 Lbs. 5.6 Lbs.
I
@ See Section 72-30-10 New Parts Service Limits.
NOTE ... After dimensions, L = Loose, T = Tight
72-30-16 February 1989
SECTION B - B
SECTION A - A
SECTI ON C- C
SECTION C - C
SECTION E -E
FIGURE 72-30-08. TABLE OF LIMITS CHART (4)
72-30- 17
FIGURE 72-30-08
TABLE OF UMlTS
(CHART 5)
I Ref . @ Serviceable
New Parts
Min . Max .
No . Description Limit
1 Magneto and accessory drive adapter
pilot in crankcase . . . . . . . . . . . . . . Diameter:
2 Starter shaftgear needle bearing hole
crankcase . . . . . . . . . . . . . . . . Diameter:
LEFT AND RIGHT MAGNETO AND ACCESSORY
Bushing in magneto and accessory drive
adapter . . . . . . . . . . . . . . .
Magneto and accessory drive gear in
adapter bushing . . . . . . . . . . . .
Oil seal in adapter . . . . . . . . . . . .
Sleeve in magneto and accesory drive gear . . .
Magneto and accessorydrive gear . . . . . .
Magneto and accessory drive gear . . . . . .
Magneto coupling retainer on magneto and
accessory drive gear sleeve . . . . . . . .
Magneto coupling retainer in magneto
drive gear slot . . . . . . . . . . . . .
Magneto coupling rubber bushings on
magneto drive lugs . . . . . . . . . . .
Magneto coupling rubber bushings on
magneto drive lugs . . . . . . . . . . .
Magneto pilot in crankcase . . . . . . . . .
. . Diameter:
. . Diameter:
. . Diameter:
. . Diameter:
. . End Clearance:
. . End Clearance:
Diameter:
. . Side Clearance:
Side Clearance:
. . Side Clearance:
. . Diameter:
STARTER DRIVE
Starter shaftgear in bearing . . . . .
Starter shaftgear front (bearing) journal .
Starter shaftgear in clutch drum bearing
Starter clutch drum on starter shaftgear
Clutch spring sleeve in starter adapter .
Starter shaftgear in ball bearing . . .
Starter shaftgear in oil seal sleeve . . .
Bearing in starter adapter cover . . .
Oil seal in starter adapter cover . . . .
Starter adapter cover pilot in starter
. . . . . . . . . . . adapter
Worm wheel gear . . . . . . . . .
Worm wheel gear . . . . . . . . .
Clutch spring on starter shaftgear
(over knurl) . . . . . . . . . .
@ Clutch spring in clutch spring sleeve . .
From center line of worm gearshaft to
starter adapter thrust pads . . . .
Needle bearing hole starter adapter . . .
Diameter:
Diameter:
Diameter:
Diameter:
Diameter:
Diameter:
Diameter:
Diameter:
Diameter:
. . . . . . Diameter:
. . . . . . End Clearance:
End Clearance: . . . . . .
. . . . . . Diameter:
. . . . . . Diameter:
. . . . . .
. . . . . . Diameter:
@ When sandblasted finish diameter is worn to 75 RMS. replace sleeve .
I
@ See Section 72-30-10 New Parts and Service Limits .
... NOTE After dimensions. L = Loose. T = Tight
72-30-1 8 February 1989
FIGURE 72-30-08
TABLE OF LIMITS
(CHART 5)
I Ref. @ Serviceable New Parts
NO. Description Limit Min. Max.
. . . . Ball Bearing in starter adapte
Worm gearshaft in needle bearing . .
. . . Worm gearshaft in ball bearing.
. . . . . Starter worm gear on shaft
Starter spring on worm drive shaft . .
Starter pilot to starter drive adapter . .
Starter drive tongue to worm shaft drive
slot. . . . . . . . . . . . .
Starter worm wheel gear and worm gear
. . . . . . Diameter:
. . . . . . Diameter:
. . . . . . Diameter:
. . . . . . Diameter:
. . . . . . Diameter:
. . . . . . Diameter:
. . Side Clearance:
. . Backlash:
Governor drive gear and governor driven
geac . . . . . . . . . . . . . . . . . . Backlash: 0.0120 0.0040 0.0080
SECTION B - B
SECTION D- D
SECTION E - E
72-30-08. TABLE OF LIMITS CHART (5)
72-30-1 1
CRITICAL NEW PART DIMENSIONS
NEW DIMENSION
(INCHES) PART NAME
Cylinder Head
FEATURE
Rocker Shaft Boss Bore
Intake Valve Guide Bore
Exhaust Valve Guide Bore
Exhaust Valve Guide Bore (Nitralloy)
Valve Rocker Shaft
Valve Rocker Bushings
Intake Valve
Exhaust Valve
Piston (Standard)
Outside Diameter
Inside Diameter
Stem Diameter
Stem Diameter
Diameter at Top
Diameter Below 1 st Groove
Diameter at Bottom
Pin Bore Diameter
Third Ring Groove Width
Fourth Ring Goove Width
Piston Pin Assembly
Connecting Rod
Length (Including Plugs)
Bushing Bore Diameter
Bushing Center-to-Crankpin Center
Damper Pin Bushing 1.D. (16) Crankshaft Assembly
Camshaft
Hydraulic Valve Tappets
Crankcase
Journal Diameter (4)
Outside Diameter
Camshaft Bearings Diameter
Tappet Guides Diameter
Governor Driven Gear Bearing Diameter
Starter Shaft Needle Bearing Hole Diameter
Starter Worm Drive Shaft
Starter Shaftgear
Small End Diameter
Small End Diameter (TS10-520-T,AE)
Needle Bearing Hole in Starter Diameter
Front Journal Diameter
Front Journal Diameter (TSIO-520-T,AE)
Knurled Drum Diameter
Clutch Drum Support Diameter
Clutch Drum Support Dia. (TSIO-520-T,AE)
Clutch Drum Diameter (TSIO-520-T,AE) -
Large End
Small End
72-30-20 February 1989
72-30-1 1
CRITICAL NEW PART DIMENSIONS
PART NAME FEATURE
Starter Clutch Drum Inside Diameter
Starter Clutch Spring Outside Diameter
lnside Diameter
Starter Drive Adapter Sleeve Front End I.D.
Oil Pump Driver Gear Shaft Diameter
Oil Pump Driven Gear Shaft Assy., Hole Dia. Sandcast Crankcase
Oil Pump Housing and Driven Gearshaft Dm. Sandcast Crankcase
Shaft Assembly Driver Gearshaft Hole Diameter
Gear Changer Depth Sandcast Crankcase
Magneto Drive Gears Shaft Diameter
Magneto and Accessory Bushing Inside Diameter
Drive Adapter
Idler Gear Assembly Bushing I.D. Sandcast Crankcase
Idler Gear Support Pin Gear Support Dia. Sandcast Crankcase
NEW DIMENSION
(INCHES)
OhAeasure piston diameters at right angles to pin bore.
1
72-30-12 PROTECTIVE COATING. The manufacturer protects all aluminum alloy castings, sheet metal
and tubing from corrosion by treating all surfaces of the parts with "Accelagold" (Turco
Products, 3300 Montreal Industry Way, Tucker, Georgia 30084).
72-30-13 APPUCATION OF"ALODINEw. After any machining or repair operation, aluminum surfaces
must be "Alodized". Surface color may vary from light gold, to dark brown. The "Accelagold"
coating on mating or bearing surfaces is thin enough that it has no effect on dimensional
tolerances.
February 1989 72-30-21
If the original "Alodized" finish has been removed or deteriorated, "Accelagold" can be
reapplied as described in the manufacturer's Technical Service Data Sheet No. AI-1200-D.
Wrought or die cast, (smooth surface parts such as valve rocker covers and intake tubes), are
"tumble blasted", prior to machining, to roughen surfaces before treatment. "Tumble blasting"
must not be applied at overhaul on parts with machined surfaces.
CAUTION . . . Do not use enamel paint or primer for internal parts, as it may flake or break
off during engine run and contaminate lubricating oil.
I
72-30-14 REPAIR OF "ALODIZED" SURFACES. If alodized parts have been remachined, rubbed with
abrasives or scratched in handling so as to expose areas of bare aluminum, the surface may be
repaired by local application of "Accelagold" solution in the following steps:
A. Clean bare area thoroughly with carbon tetrachloride. Do not under any circumstances
use an oil base solvent or strong alkaline cleaner.
B. Mix a small quantity of hot water (180F) with 1-112 to 2 ounces of ~Accelagold" powder
to form a paste, then gradually dilute with hot water until a solution of one gallon is
attained. This solution is to be adjusted by addition of nitric acid to a PH value of 1.5 to 1.7.
C. Apply solution with a rubber set paint brush in such a manner that solution flows over
bare area. Allow solution to remain on the part from one to five minutes or until color of the
new film is approximately same as original.
D. Flush part with clear water and dry with warm air current. Do not air blast or rub with
cloth to dry new film area. If color is too light, repeat step "c" until desired color is
obtained.
NOTE . . . If "Accelagold" does not adhere to metal, a more severe cleaning method must be
used. 12 to 14 ounces of Oakiie No. 61, or equivalent solution, per gallon of water is prefer-
red. Apply and remove the solution with caution. An alkaline cleaner of this type will remove
any "Accelagold" film previously applied. Remove cleaning solution thoroughly with plenty of
hot water and vigorous brushing.
f 72-30-15 ENAMELCOATINGS. Ferrous parts when painted with gold enamel will be baked with
infrared equipment for 15 minutes at 275-285O~. following application of each coat. Magnesium
parts will be pickled and primed before painting; then baked with infrared equipment for 15
minutes at 275-285O~. following application of each coat of enamel.
NOTE . . . If a part which was originally alodized is to be refinished with enamel, it will not
be necessary to apply zinc chromate primer except to the surface areas completely stripped of
"Accelagold".
CAUTION . . . Before application of primer and enamel to a p a carefully ma k d l con-
nection joints and mating su#aces. No primer or enamel is permissible on interior surJaces of
any parts contacted by engine lubricating oil after assembly.
72-30-22 February 1989
SECTION 72-40
SPECIFIC INSPECTION
72-40-00 SPECIFIC INSPECTIONS
72-40-01 Crankcase
72-40-02 Crankshaft
72-40-03
Crankshaft, Counterweight Pins, and Bushings
72-40-04 Camshaft
72-40-05 Connecting Rods
72-40-06 Gears
72-40-07 Pistons
72-40-08 Cylinders
72-40-09 Hydraulic Valve Lifters
72-40-10 Intake Tubes
72-40-1 1 Lubrication System
72-40-12 Fuel Injection System
72-40-13 Ignition System
72-40-14 Exhaust System
72-40-15 Inspection Chart
INTENTIONALLY
LEFT
BLANK
72-40-00 SPECIFIC INSPECTIONS.
72-40-01 CRANKCASE. If any cylinder base nut was loose at disassembly or if any of the cylinder
attaching studs are bent, even slightly, or if there is definite evidence that a cylinder was loose
at any time, then it is possible that reversal of stress has fatigued the studs and through bolts
installed on that cylinder pad, in which case all of them must be replaced. Test for bent studs
with a toolmaker's square. When inspecting for casting cracks, pay particular attention to areas on
and adjacent to the cylinder mount pads, tappet guides, bottom flange, and bearing bosses. Look
for nicks on machined surfaces and scoring in shaft bearings and the shaftgear bushing. The
castings must be clamped together at all attaching points before dimensional inspection of
camshaft and crankshaft bearing bores.
NOTE . . . For cracked crankcase, (see TCM Service Bulletin M83-10R1 or current revision as
applicable).
72-40-02 CRANKSHAFT. In addition to magnetic particle, ultrasonic visual inspection, and dimensional
inspection, the shaft should be mounted on matched vee blocks on a surface plate (supporting the
front and rear main journals) and rotated under a dial indicator placed on the center main journal
in order to detect excessive bending. This is important if the aircraft has been involved in an
accident resulting in a broken or bent propeller. (Refer to the Table of Limits 72-30-09 for limits
of "run-out" at the center journal).
NOTE . . . In case of prop strike (sudden stoppage), refer to the latest Prop Strike Accident
Service Bulletin.
72-40-03 CRANKSHAFT, COUNTERWEIGHT PINS, AND BUSHINGS.
A. Excessive localized galling of the crankshaft damper pin bushings can affect propeller blade tip
stresses. It is, recommended that at each normal major overhaul, the pin bushings are replaced.
Worn or out of round counterweight bore will require counterweight replacement.
B. Inspect in the following manner: Measure the inside diameter of bushing across points A, B
and C. Take the average of A and B and deduct this from C. If the difference exceeds .OOln then
the bushing should be replaced. (Refer to Figure 72-40-03).
1. The C measurement should be the point of maximum diameter which is generally a point
perpendicular to the lengthwise centerline of the crankshaft.
2. Measurements A and B should be taken at points approximately 60 either side of Point C.
3. After removing the bushings from the dampeners or the crankshaft blades, measure the inside
diameter of the holes. Select a replacement bushing which will give an interference fit of .OOin-
.003" into each of the dampeners or the crankshaft blade holes.
C. Replacement bushings are available in standard, .0015", .003" and .005" oversize on the outside
diameter.
D. Counterweight pins are identified by dash numbers stamped on one end. Because the dampener
order is controlled by this pin diameter, it is imperative that only the correct pin, properly
identified, be used.
FIGURE 72-40-03. COUNTERWEIGHT BUSHING DIAMETER CHECK.
72-40-04 CAMSHAFT. lnspect the journal for scoring, corrosion and overheating. lnspect lobes for
pitting at the toes and for evidence of overheating or unusual wear.
72-40-05 CONNECTING RODS. Because of the close tolerance required TCM recommends using an
airgage with correct size air plug and master setting ring to measure all worn bushings and locally
replaced bushings. If a bushing was replaced locally, it is also necessary to check its alignment
with the big end bearing seat. The simplest method of making alignment measurements requires a
push fit arbor, preferably at least eight inches long, for the bushing bore and another for the
bearing seat, a surface plate, two matched vee blocks and two blocks of ground flat steel stock of
equal height. To measure twist, insert the arbors into the rod bores; then lay the big end arbor in
the vee blocks on the surface plate, and place the ground steel blocks under the ends of the
bushing arbor at a measured distance apart. A feeler gage may be used to detect any clearance at
either end under the bushing arbor. This, divided by the separation of the blocks in inches, will
give the twist per inch of length. (Refer to Section 72-30-08, Table of Limits.) To measure bushing
and bearing convergence, mount a dial indicator on a surface gage, and swing the rod around the
big end arbor to the vertical position against a firm stop. Pass the indicator over the bushing arbor
at points an exact number of inches apart. The difference in readings at the two ends, divided by
the distance between points of measurements, again gives the misalignment per inch, as specified in
Section 72-30-08, Table of Limits.
72-40-06 GEARS. lnspect gear teeth for signs of overheating and excessive wear. Normal wear
produces a fine polish on the tooth thrust faces. Alteration of the tooth profiles, score marks and
pitting are sufficient cause for rejection.
72-40-07 PISTONS AND RINGS. lnspect the skirt for long, deep scores which indicate overheating and
would be sufficient cause for rejection. If a telescoping gage is used to measure the pin bore, do
not allow the spring pin to extend rapidiy so as to strike the wall hard. Visually inspect for
thorough cleaning, including the oil relief holes in the third ring groove. It is NOT necessary to
remove light scores or discoloration from the exterior surfaces; do not use abrasives (inctuding
crocus cloth) on the skirt, since the cam-ground contour should not be altered. If the piston is
dimensionally serviceable in other respects and apparently sound, measure side clearances of new
rings, after measuring the ring gap as follows:
A. MEASURING RING GAP IN CYLINDER
Piston ring gap should be measured whenever a cylinder is removed for repair or overhaul. Insert
ring into cylinder as illustrated in Figure 72-40-07B. Next, insert piston without rings installed into
cylinder. Push piston down until piston ring is at a depth of 6.32 from bottom of cylinder skirt for
the first and second compression rings, 5.63 inches from bottom of cylinder skirt for the third (oil
control) ring and 4.18 inches from bottom of cylinder skirt for the forth (wiper) ring. Remove
piston leaving ring squared at proper depth mentioned above. At this point measure the ring gap
with a feeler gage. If gap is too tight according to Table of Limits, file ring to within limits and
polish end with an Arkansas stone. If gap is too large go to a 0.005 inch oversize ring to reach
Table of Limits.
B. MEASURING RlNG SlDE CLEARANCE
After piston rings have been checked for ring gap, install rings on piston, do not allow their sharp
ends to scratch the piston lands. Make certain part number is toward piston head. Now measure
ring side clearance as follows:
1. Hold a straight edge against the side of the piston ring grooves adjacent to the piston pin
relief, as shown in Figure 72-40-07A.
FIGURE 72-40-07A. INSPECTING RlNG
SlDE CLEARANCE.
FIGURE 72-40-078. MEASURING RlNG GAP
IN CYLINDER.
February 1989 72-40-05
2. Turn piston rings until the gap of each ring is 90 degrees from the straight edge.
3. Push lightly on the piston ring, on the side opposite the straight edge, until ring is in contact
with straight edge. Do not push the secured straight edge away from the piston.
4. Insert feeler gage, to approximately 118 inch depth, between top of piston ring and top of
piston ring groove, next to straight edge. Check the Table of Limits for the approved side
clearance dimension.
NOTE . . . It is recommended that piston rings be replaced whenever the cylinder is honed and
pistons and rings be replaced at overhaul per current "Major Overhaul 100% Replacement Parts"
Service Bulletin.
-40-08 CYLINDER. Measure the barrel bore near the top of the ring travel limit and at the 5-114
station from the open end in the thrust direction and at right angles to that in order to detect
out-of-roundness and wear-in taper. There should be little or no wear at the open end. Look for
bent barrel fins and broken head fins. Barrel fins can be straightened if not badly bent or
cracked. Not more than a 10% total reduction of head fin area is allowed. Look for cracked head
fins, and specify repair of any radial crack by drilling a vee notch to remove it. If a radial crack
extends to the root of a fin it may have penetrated the wall; hence, the cylinder must be
rejected.
If the cylinder base nuts were loose at disassembly, or if the base studs were loose or bent, test
the machined side of the cylinder flange for bending, which is cause for rejection.
Measure valve guides for wear, and look for scoring in their bores. Valve seats should be
inspected after refacing to make sure that their outside diameters are still less than the valve
head diameters. Exhaust valves should be checked for warpage before refacing, and all valves
should be measured i n length if the stem tips were ground.
If there was any evidence of overheating of cylinder or piston, check for possible turning of the
head i n relation to the barrel Range. Security between cylinder head and barrel is dependent on
metal to metal contact of cylinder barrel top threads within the head shoulder. Dark stains at this
area on both new and rebarreled cylinders is generally due to emission of thread lubricant used at
factory assembly of head to barrel.
Due to TSIO-520 engine series cylinder design, a persistent oil leak (not a sealing compound leak)
may indicate the required pre-load at the headlbarrel junction has been relieved and must be
investigated for possible cylinder replacement (See TCM Service Bulletin M69-7 or current revision
as applicable).
NOTE . . . Due to the choke specified for the cylinder barrel bore, a cam-controlled grinder is
required to regrind worn barrels to the maximum allowable 0.015 inch oversize dimension.
72-40-09 HYDRAULIC VALVE LIFTERS. During examination of each part, look for sludge and carbon
residues. Also check for obst ~ct ed oil holes. Inspect face of cam follower on body for any type
of damage and look for deep scoring and corrosion on exterior of tubular portion. Discard any
lifter body which exhibits any of these faults. To test roughly for excessive diametrical clearance
between hydraulic unit plunger and cylinder to check valve wear in cylinder, start dry plunger
into dry cylinder. While holding cylinder between thumb and middle finger, depress plunger with
index finger and release it quickly. Compression of air in cylinder should make plunger kick back
instantly. If plunger does not return fully, either it is excessively worn or check valve is leaking.
To check for leaking valve, repeat compression test while plugging end of oil inlet tube with other
hand. If plunger still does not kick back promptly, it and the cylinder are excessively worn. If it
does kick back on the second test, either check valve seat is worn and leaking or it is dirty.
Clean cylinder again and repeat first test (tube open). If plunger still does not kick back, valve is
defective. Any unit failing to pass this rough check must be discarded. Discard both plunger and
cylinder, since these parts are selectively-fitted and are not interchangeable.
72-40-10 INTAKE TUBES. Inspect intake tubes for distortion, cracks and out-of-roundness. All other
types of damage will require replacement of the part as well.
72-40-11 LUBRICATION SYSTEM. Visually inspect all parts of the system in accordance with the
instructions in Sections 72-30-03, 07 & 09.
7240-12 FUEL INJECTION SYSTEM. Further disassembly of the fuel injection system is not recom-
mended unless proper flow equipment is available. For complete overhaul instructions, see Fuel
Injection Overhaul Manual and Parts Catalog, Form X30091A.
72-40-33 JGNtTION SYSTEM.
A. Teledyne Continental Motors recommends replacement of the complete ignition harness at
every engine overhaul. If between major engine overhaul, repairs can be accomplished according to
Chapter 74.
B. On engines equipped with pressurized magnetos, the magneto filter should be inspected at
periodic inspection. If inner content of filter is pink, moisture is present and filter should be
replaced. At the same time, inspect hoses for weather checking and leaking. Magnetos should be
disassembled and inspected af: each 500 hour interval according to Magneto Service Manual.
SPARK PLUGS (See Figure 72-40-13).
Teledyne Continental Motors' aircraft engines utilize the two spark plug per cylinder configuration
to provide a more efficient fuellair mixture combustion and a safety feature in the event that
one-half of the combined dual ignition system fails to operate due to adverse conditions. Two
basic type spark plugs are used - fine wire and massive electrode. Check the current spark plug
service bulletin for the correct plug to engine application. Spark plugs should be removed, cleaned,
inspected, gapped or replaced if found to be defective at each 100 hour interval. (See Figure 72-
40.13, Spark Plugs). As spark plugs are removed, they should be marked to indicate cylinder
position for relating a particular plug to any cylinder that may possibly have a serious cylinder,
piston condition. When installing spark plugs, insure that there is only one gasket and install in
reverse. Screw spark plug into cylinder by hand to within one or two threads of gasket. If
resistance is encountered, check threads for misalignment and cleanliness. Torque to 25-30 foot
pounds, or 300-360 inch pounds.
Insulator tip gray tan or light
brown. Few combustion deposits.
Electrodes not burned or eroded.
Proper type and heat range for the
engine and service. The spark plug
should be cleaned, regapped and
tested before reinstallation.
Worn Out Normal
Corrosive gases formed by
combustion and the high voltage
spark have eroded the electrodes.
Spark plugs in this condition
require more voltage to fire - often
more than the ignition system can
Worn Out Severe
Excessive eroded center and ground
electrodes and extensive necking of
fine wire ground electrodes indicate
abnormal engine power operation.
Check fuel metering and magneto
timing. Discard the plugs and
before installing new spark plugs a
careful check should be made to
determine if proper heat range
plugs are being used.
FIGURE 72-40-13A. SPARK PLUGS.
FIGURE 72-48-138. REVERSE SPARK PLUG PROCEDURE.
72-40-14 EXHAUST SYSTEM. Before proceeding with cleaning and inspection, insure that the exhaust
system is cool. lnspection of the complete exhaust system is to be accomplished every 100 hours
of operation and at overhaul. The entire exhaust system should be cleaned and visually inspected
for condition and leaks using the following procedure.
A. Cleaning - In order to thoroughly inspect the exhaust system, components must be clean and
free of oil, grease, etc. Use a suitable solvent (such as Stoddard solvent), apply by spraying, allow
solvent to drain and wipe dry with a clean cloth.
CAUTION . . . Never use highly flammable solvents, wire brushes or abrasives to clean exhaust
systems and never use a lead pencil to mark any exhaust system component.
B. Visual lnspection - lnspection procedures for 100 hour and overhaul intervals will be the same,
except that during overhaul the complete exhaust system (except turbochargers) will be
disassembled. During 100 hour inspection, items (which might hinder inspection may be removed
except multi-segment 'V" band clamps. (See mufti-segment V band clamp inspection procedure,
item "G").
C. Pressurized Exhaust System lnspection - Attach a 5 p.s.i. pressure source to the exhaust
tailpipe outlet (possibly a pressure/vacuum cleaner). The pressure source must be of high volume,
dust free air to support exhaust system. After 5 p.s.i. is maintained in exhaust system, apply soapy
water over system and monitor for bubbles. If bubbles are noted, investigate.
D. Stacks, Risers, Elbows - lnspect these components for burned areas, cracks and looseness.
During this inspection give special attention to the condition of welded areas and seams for
cracks.
E. Heater Muff - Special attention should be given in the pressurized exhaust system inspection.
If air bubbles arise with the soapy water, replace heater muff.
F. Slip joints, Figure 72-40-14A- Visually inspect slip joints for bulging and cracks.
G. Multi-Segment "V" Band Clamps, Figure 72-40-145 Clamps located between turbocharger and
tailpipe should first be cleaned using crows cloth on the outer band of clamp assembly. lnspect
spot weld areas for cracks and looseness, inspect the corner radii of clamp inner segments for
cracks using a flashlight and mirror. If damp has been removed and reinstalled, inspect inner
segment spacing. If inner segments contact after clamp assembly has been torqued, the clamp
assembly must be replaced. lnspect clamp outer band fiatness using a straightedge, especially
within two inches of spot weld tabs that retain the 7" bolt fastener, clearance should be less
than .062 of an inch. Clearances in excess of .062 of an inch are cause for rejection. Inner
segment and outer band contact must be 100%.
NOTE . . . When replacement of clamp is required, install new clamp insuring 'V segments go
over exhaust Ranges, using a rawhide or plastic mallet, tap clamp circumferentially as clamp is
torqued. Add 55 to 65 inch pounds to turning torque of clamp nut and torque.
H. Welding of exhaust system components is not permissible. Any components found to be
defective must be replaced. For inspection and repair of turbochargers and wastegates, refer to
the manufacturer's repair and inspection data.
INSPECT FOR
HOTSPOTS
' FIGURE 72-40-14A. SLIPJOINT ASSEMBLY.
INNER SEGMENTS
OUTER BAND
INNER SEGMENT
RADII
INNER SEGMENT
OUTER BAND CONTACT
CLEARANCE
INNER SEGMENT
OUTER BAN
NORMALLY F
FIGURE 72-40-148. MULTI-SEGMENT "V" BAND CLAMP.
72-40-1 5
INSPECTION CHART
Discoloration, Seepage. Clean, inspect if seepage
continues, replace cylinder.
Corrosion, pitting, scoring Defects not permissible after
removal of glaze.
Bore Walls
and step at top. Use dial-
type gage set to zero near
open end of bore.
After honing or roughening
of glaze measure bore dia-
meters, out-of-roundness
and taper.
After roughening or honing,
inspect scratch pattern and,
if possible, measure surface
roughness i n micro inches
RMS of 10% of cylinders as
a quality check.
Scoring, diameter, flare at
ends.
Roughness caused by honing.
Cracks and broken areas.
-
Refer to Table of Limits for
standard size bore or for
oversize bore.
Dimensional honing should
remove ring step of more
0.002 inch diameter. Taper
limit (Table of Limits)
must not be exceeded by
honing.
Refer to Table of Limits.
Diameters of stem holes in
new guides must be within
limits for new parts and
free of tool marks.
If seats cannot be made
serviceable by grinding
within width limit,
replace seat.
Cracked and/or broken
cylinder head fins may be
repaired, providing a
total of not more than
five square inches is, or
has been removed.
Stem Holes in
Valve Guides
Valve Seats
Cooling Fins
72-40-15. INSPECTION CHART (Continued).
out-of-flat on machined
Out-of-roundness of pilot
below face flange.
Distortion or improper fit
in cylinder head hole.
Pushrod Housing
Looseness, leakage.
Scoring, nicks in grooves, Polishing must not reduce
diameter below minimum
Use dial indicator to deter-
mine warp. Make sure that
grinding has not cut through
Stellite face of exhaust valve
or entered rounded edge on
intake valve head.
Use height gage to detect Stretched valves may fail.
stretch and check for re- Shortened valve may exceed
duction due to tip grinding. ability of hydraulic lifters
Valve Rockers Scoring, diameter.
Side clearance between Refer to Table of timits.
cylinder head supports.
CONNECTING
within diameter limits for
new parts. Sharp edges must
be broken slightly. (Refer
to Table of Limits, for wear
limit for new bushing limits
and new bushing alignment
72-40-15 INSPECTION CHART (Continued).
Main Journals
magnetic inspection.
Must be polished.
Damaged or dirty threads.
Measure run-out at center Required only if shaft has
journal and wobble on face been subject to shock,
Attempt to pull out by hand
Obstruction of oil hole,
bearing and installing over-
size shaft. Refer to "Crank-
Pitting along toe line, loss Serious pitting not permis-
Distortion of threads.
End and Rear Nicks, peening, other Must be smooth to align gear.
Scoring, burring, pitting,
wear enough to alter profile.
72-40-1 5. INSPECTION CHART (Continued).
Diameter, Scoring
Refer to Table of Limits
Diameter, scoring, fit
of rear bearing between
camshaft flanges.
Inspect visually, galleries,
main and camshaft bearing
supply holes, using inspec-
tor's flashlight to illumi-
nate. Probe other oil holes
with brass rod.
Deformed or dirty threads.
Check for backing outs. Refer to Stud Height Table.
Use toolmaker's square to Refer to Stud Height Table.
check studs suspected of
Inside diameter, scoring. Refer to Table of Limits.
Roughness or excessive play.
that old seal has been
removed without damage
Look for bent blade, obliter-
ated "FULL" and "LOW marks,
loose collar, deformed cap.
Look for distortion.
72-40-15 INSPECTION CHART (Continued).
Inspect visually for dents,
deformed fins, punctures,
stripped plug hole threads,
cracks and scratches.
Warpage and scratches.
Damaged threads, cracks
around holes.
Scratches, warpage, cracks.
Look for distortion.
Look for damaged corners.
Damaged threads, dented
tube, cracks in tube,
distorted or plugged
Scratches, cracks.
Cracks, scratches on
machined surfaces, restric-
tions in oil holes.
Look for scoring, measure Gears must turn freely.
(Refer to Table of Limits.)
Distorted threads, damaged
wrenching surfaces.
72-40-15. INSPECTION CHART (Continued).
pare with bushing diameters.
Scoring, burring or wear
enough to alter tooth profile.
Gear Bushings
Oil Pressure
Relief Valve
Plunger
Oil Pressure
Relief Valve
Housing
Oil Pump Cover
Tachometer
Drive Housing
Oil Filter
Adapter
Oil Filter
STARTER
ADAPTER
ASSEMBLY
Adapter
Needle Bearing
.
Look for wear on side of
splines and residual sludge.
Bore Diameters
Outside Surface
Use Telescoping gage and
micrometer caliper.
Refer to Table of Limits
Measure diameter. Look
Must seat perfectly in
housing.
Refer to Table of Limits.
See that old oil seal was
removed.
Conical Face
Plunger Seat
Shaft Holes
Threads, Flange
Seal Bore
for scoring, nicks, etc.
Roughness
Spread Prussian blue oil
base pigment on face of
plunger, and turn on seat,
all around, plunger face
must be lapped to seat.
(Plunger held centered and
aligned.)
Measure diameters.
Thread distortion, warped
mounting surface, scored
Threads, Flange
Threads, Screen
Pilot Cup
All Areas
Rollers
seal counterbore.
Damaged threads, warped
flange, cracks.
Damaged threads, punctured
screen, out-of-round pilot
cup.
Cracks, scratches on
machined surfaces, damaged
tapped holes.
Roughness or excessive play.
i
72-40-15. INSPECTION CHART (Continued).
Distortion or stripping.
Check for backout. Refer to Stud Height Table.
Check studs suspected of
bending with toolmaker's
Measure diameters and Refer to Table of Limits.
compare with bushing
Scoring, burring or wear
enough to alter tooth
Surface roughness, out-of-
round, excessive depth and
Cracks, scratches on
machined surfaces, damaged
Look for scoring.
Measure diameter.
See that oil seal was removed
without damage to casting.
Look for cracks.
Look for dents, out-of-round
Damaged threads, cracks
around bosses.
Look for distortion such as
out-of-roundness and lugs
72-40-15. INSPECTION CHART (Continued).
Check for straightness and
Cracks, damaged mounting
holes, inspect tapped holes.
Measure bore diameter.
Look for chipped, cracked
and broken teeth, scoring,
burring and wear enough
to alter tooth profile.
compare with bore diameter.
Make sure that new plug was
installed after magnetic
particle inspection of gear
and visual inspection for
cleanliness of center bore.
Check for looseness.
Inspection is limited strictly
to visual for evidence of damag
or deterioration.
Inspect visually for dents,
cracks and broken joints.
Damaged threads, cracks
around holes.
Bent or stripped stud threads.
Check alignment. Measure No wear limits established.
72-40-15. INSPECTION CHART (Continued).
Check for warpage.
Look for cracks, flat spots,
out-of-round ends.
Distortion or stripping.
Look for damaged corners.
ACCESSORY
Measure bore diameters. Refer to Table of Limits.
Observe that old seal has
been removed .without
damage to casting bore.
Look for stripped and
deformed threads.
Scoring,. burring or wear
enough to alter tooth profile.
Measure diameters and Refer to Table of Limits.
compare with bushing
l NTENTl ONALLY
LEFT
BLANK
SECTION 72-50
ASSEMBLY OF SUBASSEMBLIES
72-50-00 ASSEMBLY OF SUBASSEMBLIES
72-50-01 General
72-50-02 Oil Pump Assembly
72-50-03 Starter and Drive Assembly
72-50-04 Cylinder Assembly
72-50-05 Piston and Ring Assemblies
72-50-06 Pushrod Housing
72-50-07 Crankshaft and Connecting Rods
72-50-08 Camshaft
72-50-09 Crankcase
72-50-10 Fuel Injection Control and Air Throttle Body Assembly
1 NTENTIONALLY
LEFT
BLANK
72-50-00 ASSEMBLY OF SUBASSEMBLIES
72-50-01 GENERAL
NEW PARTS. Parts which require protection from atmospheric dust and moisture are wrapped
or boxed individually or in sets. These must not be unpacked until they are ready to be
installed, this includes precision bearing inserts and anti-friction bearings. Check other new
parts on receipt for transit damage. Refer to the parts catalog, Form X30579A for part number
of the complete gasket set, the main bearing set, the piston ring set, and sealants and
lubricants, per Chapter 1. All of which must be on hand when work is started. Use only new
shakeproof or split lockwashers, tab washers, elastic stop nuts, cotter pins and annealed,
corrosion-resistant lockwire.
TIGHTENING TORQUES. The accuracy of any torque indicating wrench depends on a smooth
application of force. Do not back up a nut or bolt and leave it in that condition. If part is
accidentally tightened too much, loosen it and retighten it to a value within the specified
limits. If a nut slot cannot be aligned with a cotter pin hole within the specified limits,
substitute another serviceable nut. If the cotter pin hole in stud lies beyond the nut slots
when the nut has been tightened properly, the stud has been improperly installed or has
backed out, or the attached part has been reduced in thickness, or either nut or washer is
incorrect part for that location. The situation must be corrected by whatever replacement is
indicated by inspection.
GENERAL USE - TIGHTENING TORQUES FIGURE 72-50-01A.
I BOLTS, NUTS & SCREWS
IN. LBS. I FT. LBS.
1 DRIVING STUDS I
IN. LBS.
50.0-70.0
100-1 50
200-274
300424
FT. LBS.
4.2-5.8
8.3-1 2.5
16.6-22.8
25.0-35.4
TABLE OF TIGHTENING TORQUES FIGURE 72-50-01B.
Oil Sump flange Bolt
Crankcase Flange
Magneto to Crankcase Nut
Crankcase Tie Bolts Nut
Mounting Brackets to Crankcase Nut
Cylinder to Crankcase Studs Nut
Thru Bolts at Cad. Plated Washer Nut
Stud at Cylinder Flange Nut
Thru Bolts at Cylinder Flange Nut
Gear to Camshaft Bolt
Face Gear to Crankshaft Bolt *
Connecting Rod Nut (628109)
Connecting Rod Nut for L/TSIO 520AE&
TSIO 520CE (64321 5)
Manifold Valve Cover Hold Down Screw
Fuel Injector Nozzle (with Anti-Seize
Intake Flange Screw
Oil Cooler to Adapter Bolt
Oil Pump Cover to Crankcase Bolt
Collar Assy.-Gov. Oil Transfer Nut
Spirotallic Exhaust Gasket Assy.-
Attaching Manifold Flange Nuts
Alternator Mounting Bolt
Rocker Shaft Hold Down Bolts
Throttle & Mixture Control Levers to
Spirotatlic Exhaust Gasket Assy.-
Attaching Manifold Flange Nuts
Fuel Injection Line Nut
Starter to Adapter Nut
Oil Pressure Relief Valve-New Gasket
Torque to low limit - if cotter pin will not enter, increase torque gradually up to
high limit only. H cotter pin will not enter in this range, replace nut and repeat. In
no case shall nuts be torqued below low limit or over high limit.
72-50-04 February 1989
FIGURE 72-50-01C. PIPE PLUGS
FIGURE 72-50-01D HYDRAULIC LINE FITTINGS
-
NOTE . . . Torque loads listed are for use with oil on threads. If cotter pin holes must be
aligned, set torque wrench at low limit and tighten nut to first hole beyond this torque,
except for connecting rods. Stud driving torques apply when studs are coated with lubricant or
sealer.
FINAL CLEANING. Immediately before assembling a group of parts, they should be washed in,
or sprayed with, a clean solvent and dried with dehydrated compressed air.
LUBRICATION. Immediately after final cleaning and before installation, coat all bare steel
surfaces and journals with clean engine lubricating oil, except where special lubricants are
mentioned in the text. In some instances where gears and other running parts are accessible
after assembly in a housing, additional oil should be applied to assure full coverage. Before
installing tapered pipe plugs or straight thread plugs. To prevent seizure and leakage of oil,
coat the male threads with anti-seize compound. Coat both sides of gaskets with lightweight
tight seal compound to assure a perfect seal and to counteract the permanent "setn caused by
compression.
72-50-02 OIL PUMP ASSEMBLY TSIO-520-C,G,H,M,P,R & AF. (See Figure 72-10-13A).
A. Install by-pass valve assembly (37 thru 40) using new gasket (38).
B. If oil pressure relief valve setting has been lost in disassembly, turn adjusting screw (36)
into relief valve housing (31) about halfway. Secure with copper washer (29) and nut (28).
lnstall new gasket (32), seat (35), spring (34) and plunger (33) onto adjusting screw and
assemble into housing (4).
C. Install driven gear assembly (26, 27) on shaft. lnstall driver gear assembly (24, 25) in
pump housing to mesh with driven gear.
D. Apply Perrnatex and silk thread to parting surface and install scavenge pump housing. (See
Chapter 70 Standard Practices).
E. Place Woodruff key (22) in oil pump drive gear slot and instdl scavenge pump driver gear
(21). lnstall scavenge pump driven gear assembly (19, 20) in scavenge pump housing to mesh
with driver gear. lnstall bevel gear (23) on oil pump drive gearshaft. Apply Permatex and silk
thread to parting surface. (See Chapter 70 Standard Practices).
72-50-02 OIL PUMP ASSEMBLY TSlO-520-T (See Figure 72-10-138).
A. lnstall by-pass valve assembly (36 thru 39) using new gasket (38).
B. If oil pressure relief valve setting has been lost in disassembly, turn adjusting screw (11)
into relief valve housing (13) about halfway. Secure with copper washer (15) and nut (16).
lnstall new gasket (12), seat (lo), spring (9) and plunger (8) onto adjusting screw and
assemble into housing (2).
C. lnstall driven gear assembly (6, 7) on shaft. lnstall driver gear assembly (17, 18) in pump
housing to mesh with driien gear.
D. Apply Permatex and silk thread to parting surface and install scavenge pump housing. (See
Chapter 70 Standard Practices).
72-50-02 OIL PUMP ASSEMBLY TSIO-520-AE (See Figure 72-10-13C).
A. If oil pressure relief valve setting has been lost in disassembly, turn adjusting screw (10)
into relief valve housing (12) about halfway. Secure with copper washer (14) and nut (15).
lnstall new gasket (11), washer (9), spring (8) and plunger (7) onto adjusting screw and
assemble into housing (2).
B. lnstall driven gear (5, 6) on shaft in housing (2). lnstall driver gear (16) in pump housing
to mesh with driven gear. Apply Permatex and silk thread to parting surface. (See Chapter 70
Standard Practices).
C. Secure with attaching parts (1 8, 19,20,23,24,25).
72-50-02 OIL PUMP ASSEMBLY TSIO-520-CE (See Figure 72-1 0-13D).
A. lnstall plug (7).
B. If oil pressure relief valve setting has been lost in disassernbty, turn adjusting screw (13)
into relief valve housing (15) about halfway. Secure with washer (17) and nut (18). lnstall new
gasket (14). seat (12), spring (1 1) and plunger (10) onto adjustable screw and assemble into
housing (2).
C. lnstall driven gear assembly (8, 9) on shaft. lnstall driver gear assembly (19, 20) in pump
housing to mesh with driven gear.
D. Apply Permatex and silk thread to parting surface and install scavenge pump housing. (See
Chapter 70 Standard Practices).
72-50-03 STARTER AND DRIVE ASSEMBLY, TSlO-520-C,G,H,M,P,R & AF.
(See Figure 72-10-12A).
A. lnstall needle bearing (38) in adapter (39).
B. Press bearing (33) onto worm shaft (36) until seated against flange. Install spring (35),
Woodruff key (37) and worm gear (34). Insert assembly into adapter and install retaining ring
(32) -
72-50-06 February 1989
C. lnstall clutch spring (27) on worm wheel (30). Turn spring so it tends to unwind until
offset end drops into gear hub groove. Position spring on gear so screw notch is aligned
with screw hole in gear web. lnstall tab washer (29) and screw (28).
D. Lubricate spring, sleeve and shaftgear liberally with clean oil. Press worm wheel and
spring assembly onto shaftgear (31). lnstall "0" ring (26) on shaft (31). Insert shaftgear and
worm wheel assembly into adapter. Make sure worm wheel and worm gear teeth are aligned.
E. Compress and install retaining ring (24) in cover (20). Press in ball bearing (25) and
new oil seal (23), with seal lips toward retaining ring. Insert sleeve (22) into seal.
F. lnstall gasket (21) and cover assembly on adapter and secure with attaching parts
(17,18,19).
G. lnstall sheave (15) and secure with attaching parts (12,13,14).
72-50-03 STARTER AND DRIVE ASSEMBLY, TS10-520-T, AE & CE.
(See Figure 72-10-128).
A. Press bearing in place, if removed, and install new oil seal.
B. Install scavenge pump in housing and install cover with keyways aligned. Cover is to be
secured with TCM Gasket Maker 646942 on the four countersunk screws. Use extreme care to
avoid Gasket Maker spillover.
C. Use a new gasket (15) and install assembly on the starter adapter. Torque attaching parts
to value specified in Table of Limits.
D. lnstall spacer (5) on shaft and slide on sheave (4). lnstall washer (3), lockwasher (2) and
nut (1). Tighten nut to a torque value of 400-450 in. Ibs.
NOTE . . . The sheave is not keyed to the shaft, therefore, there are no timing marks for the
engine on the sheave. The engine timing marks are located on the outside diameter of the
propeller flange. When the TC mark is lined up with the lower crankcase splitline, No. 1
cylinder is at TDC.
72-50-04 CYLINDER ASSEMBLY, ALL EXCEPT TSIO-520-AE. (See Figure 72-10-14A).
Each cylinder should have its position number (1 thru 6) stamped on edge of base flange.
After disassembly, cylinders should be laid on a bench in order of position number. Place
piston, pin and ring assemblies in front of each cylinder in the same order. Piston number will
be towards propeller flange. Mark any new cylinder and/or piston accordingly.
A. Spread a film of "Molyshield" grease on valve stems (27, 28) and insert them in cylinders
to which they have been lapped. Grasp valve stems and lift cylinder onto a post which will
support valve heads. Clamp cylinder base flange to prevent it from rising. Again apply
"Molyshield" to valve stems.
B. Place valve spring retainers (26) over valve guide (31), cupped side up. lnstall seals onto
intake valve guides. lnstall inner and outer valve springs (24, 25), per instructions in Fig. 72-
50-07, and rot0 coils (23). Compress springs and. install keys (22). Make certain keys are
properly seated before releasing pressure on springs. Remove cylinder from fixture and set it
upright on a bench. Strike end of each valve stem sharply with a rawhide mallet to set stem
keys. After valve mechanism has been assembled check valve spring height according to
dimensions given in Table of Limits Figure 72-30-08.
C. lnstall new packing (21) on each cylinder skirt. Push against flange and make certain none
are twisted. Coat cylinder bore walls thoroughly with castor oil or Grade 50 MHS 27 oil.
72-50-04 CYLINDER ASSEMBLY, TSIO-520-AE. (See Figures 72-10-14B).
A. Reassemble the straight valve cylinder components in the same manner as the inclined
valve cylinder. Note that there is one common rocker shaft for both valve rockers which is
secured by the tab washer (25) and screw (24).
B. lnstall the O-ring (33) on the cylinder end of the pushrod housing and the washer (32)
and O-ring (33) on the crankcase end. When the cylinder and pushrod housings are installed
on the crankcase, secure the pushrod with clip (35) and washers and nuts (36, 37).
SPRI NG-VALVE, INNER
spy; ; ; ; ; ; , ; u, . , : , our r R
/ /, / r VALVE GUIDE
INSERT
I
IN TABLE
OF LIMITS
NOTE: *
INNER AND OUTER SPRINGS MUST
BE INSTALLED AS SHOWN, WITH
CLOSED COI LS TOWARD CYLINDER
HEAD. I
Figure 72-50-07. VALVE SPRING
IN STALLATI0 N.
72-50-05 PISTON AND RING ASSEMBLIES (See Figures 72-10-14A&B).
A. Lubricate piston (38 or 45) and rings (39 thru 42) or (46 thru 48) liberally with Grade 50
MHS 27 oil.
B. Position first and third ring gaps on the top of piston. Position second and fourth ring
gaps so they will be 180' apart from first and third ring gaps, as applicable.
72-50-06 PUSHROD HOUSING (See Figure 72-10-14A & 6).
A. On inclined valve cylinders install a washer (16), packing (17) and washer (16) on
cylinder end of housings (14).
72-50-08 JULY 1987
B. lnstall spring (15), washer (16), packing (17) and washer (16) onto crankcase end of
housing (14).
C. On straight valve cylinders install o-ring (33) on cylinder end of housings (31).
D. lnstall washer (32) and packing (33) on crankcase end of housings (31).
72-50-07 CRANKSHAFT AND CONNECT1 NG RODS. (See Figure 72-10-1 7).
NOTE . . . Torque values are specified in Table of Limits, Section 72-30.08.
A. Lay crankshaft on a bench with a notched wood block under front and rear journals.
B. Attach two sixth order countenweights (17) to crankcheek No. 2 with two pins (14) each
and install retaining plates and rings (13, 12). Attach one fourth order and one fifth order
counterweight to crankcheek No. 5. lnstall pins (14, 15, 16) and secure with plates (13) and
retaining rings (12). lnstall retaining rings with the flat or rough side to the outside.
C. Lay out connecting rods, caps, bolts and nuts (5 thru 9) opposite crankpins according to
position number stamped on bolt bosses. lnstall new bearing insert in each rod and cap their
ends project the same distance.
D. Lubricate and install each rod and cap dt h numbers on top when odd number rods are
extended to the right and even numbers to the left. Attach them with special bolts (7) and
slotted nuts (6). Tighten nuts to specified torque and secure each with a cotter pin (5).
E. Heat crankshaft gear (26) to 300 F., align gear dowel hole with crankshaft dowel (31)
and tap gear onto crankshaft. Attach gear to shaft with six screw (25) to specified torque and
secure head with lockwire. (See Chapter 70 Standard Practices).
F. Remove spring (27) and reinforcing ring (28) from oil seal (29). Unhook the spring ends
using and unwinding motion. Wrap spring around shaft in seal area, turn spring ends in an
unwinding direction, then join and allow one end to wind into the other end. Oil propeller
flange, shaft and I.D. of seal liberally with clean engine oil. Squeeze oil seal until egg-shaped
and start seal over propeller flange, groove side toward the rear. Work seal carefully, to
prevent damage to the lip, upward over the flange. Placing a lightly oiled plastic bag over the
prop flange will help protect the seal. Also, a special tool, Borrough's Tool and Equipment
Company PIN 5209, is available (See Section 1-20.00 Item 76). After the seal is on the shaft,
wipe any oil from the O.D. of the seal. The O.D. of the seal is to be dry when installed in
the crankcase. No sealing cement or compound is to be used. lnstall the reinforcing ring,
working O.D. of seal over ring to insure a snug fit. lnstall spring in cavity in seal.
G. lnstall governor oil transfer collar (20 thru 24) and secure with nuts (19).
NOTE . . . lnstall gear in proper position so that timing marks are i n line with the No. 2
throw when at TDC (See Figure 72-60-02).
72-50-08 CAMSHAFT (See Figure 72-10-16).
A. Tap a Woodruff key (3) on front end of camshaft (7) and install bevel gear (2).
B.
Install gear (5), cluster gear (6), secure with four screws (4) and safety as required.
72-50-09 CRLaNKCASE (See Figure 72-1 0-1 5).
A. Replace any pipe plugs which were removed during previous operations.
B. lnstall O-ring (32) and gasket (31) on special plug (30); install in right craikcase.
Tighten and secure with lockwire.
C. lnstall new gasket (38), governor pad cover (37) and secure with attaching parts (36, 35,
34,33).
D. If mount brackets (71) were removed, reinstall them and attach with parts (70, 69, 68).
E. Lay crankcase halves open side up. If squirt nozzles (M), were removed, reinstall them.
Lubricate all camshaft bearings and main bearing inserts. Install main bearings (2, Figure 72-
10-1 7) so that bearing ends project equally.
F. lnstall oil transfer collar clip (83) and secure with the screws (82). Insure that the safety
wire end is trimmed and positioned so that the oil transfer collar will rest Rush and even
against the collar clip (83) to prevent costly damage to the collar and crankshaft. (See
Chapter 70 Standard Practices).
NOTE . . . Torque values are specified in Table of Limits (Chapter 72-30-08).
72-50-10 FUEL INJECTION CONTROL AND AIR THROTTLE BODY ASSEMBLY
I
CAUTION . . . Use only a fuel soluble thread lubricant (TCM pant #646940) on any fuel
injection system connection Ftting.
NOTE . . . General instructions for reassembly of fuel injection components will apply to all
engine models.
NOTE . . . The fuel injection equipment is calibrated with plugs and fittings intact. Removal
of any of these parts could allow small metal shavings to become lodged in the equipment.
Prior to reassembly, any replacement fittings should be screwed into proper size holes in a
block of soft wood to reduce the likelihood of metal particles entering the system.
NOTE . . Install plugs and any necessary replacement connection fttings in proper ports of
fuel injection components. (See Figure 7260-10 A thru H).
A. TSIO-520-C,G,H,M,P,R,T & AF (See Figures 72-10-06A & 72-50-1OA thru H).
1. Place control unit (23) against throttle body (24) and attach with tab washers (14)
and bolts (13). Tighten bolts and bend ear of tab washers to flat side of hex head on
bolt. lnstall shroud (12) on bolts and attach with washers (1 1, 10) and nuts (9).
2. Place wave washer (17) on link rod (22) and insert into throttle lever; then attach
with washer (1 6) and cotter pin (15).
3. Slide spring (21) and rod end (20) onto link rod (22) and attach elastic stop nut (19)
to link rod. Place wave washer (17) on rod end (20) and insert rod end into control unit
lever. Secure with washer (16) and cotter pin (15). Final adjustment will be established at
final assembly.
B. TSIQ-520-AE NOT APPLICABLE.
72-50-10 July 1987
FIGURE 72-50-108. FUEL MAINFOLD VALVE FITTING LOCATIONS FOR
TSIO-520-C, G, H, M, P, R, T, AE & AF.
90" ELBOW (225")
1 90" ELBOW (0') I I 1 1 I
I
FIGURE 72-50-10C. FUEL CONTROL VALVE FITTING LOCATIONS.
1
FIGURE 72-50-l0D. FUEL PUMP FllTlNG LOCATIONS FOR TS10-520-T.
72-50-14 February 1989
I
FIGURE 72-50-10E. FUEL PUMP FITTING LOCATIONS FOR TSlG520-AE.
February 1989 72-50-1 5
1
FIGURE 72-50-10F. FUEL PUMP FITTING LOCATIONS FOR TSIO-520-C,G,H,M,P,R,Af & CE
72-50-1 6 February 1989
FIGURE 72-50-10F. FUEL PUMP FITTING LOCATIONS FOR TSIO-520-C,G,H,M,P,R,AF & CE
February 1989 72-50-1 7
THROTTLE & METERI NG
ASSEMBLY FUEL OUTLET
FIGURE 72-50-IOG. AIR THROTTLE & METERING ASSEMBLY FITTING LOCATIONS FOR TSIO-520-AE.
72-50-1 8 February 1989
SECTION 72-60
FINAL ASSEMBLY
72-60-00 FINPiL ASSEMBLY
General
Crankcase
Cylinders and Pistons
Oil Pump
Fuel Pump
Starter Drive Adapter
Alternator Assembly
Magneto and Accessory Drive Adapters
Oil Cooler
Valve Mechanism
Oil Sump
Induction System
Fuel Injection System
Magneto Drive Gears
Placing Crankshaft in Timing Position
Magnetos
Ignition Harness
Fuel tines & Hoses
Exhaust System
l NTENTIONALLY
LEFT
BLANK
92-60-00 FINAL ASSEMBLY
72-60-01 GENERAL Apply clean engine lubricating oil liberally to all bare steel surfaces, journals,
bearings and bushings, before and/or after installation, depending on accessibility, except
where special lubricants are mentioned.
(See Table of Tightening Torques and Instructions, Section 72-5&01A, B & C).
Wherever possible, measure clearances of running parts as they are installed. When end clearances
and backlashes cannot be measured with normal thickness gages due to the inaccessible position of
the parts, test for binding and excessive looseness possible by moving the running parts.
Unless the atmosphere is unusually free of dust and airborne grit, it is advisable to cover openings
as soon as possible and to cover assemblies and the partial engine assembly whenever they are not
in the process of being assembled. Cover all openings into which small parts might be dropped.
72-60-02 CRANKCASE (See Figure 72-10-15,72-10-16,72-10-17 & 72-60-02A thru D).
A. Install left crankcase to engine stand with support under casting.
8. Lubricate all main bearing inserts, crankshaft journals and install thrust washers. Lift
crankshaft assembly by No. 1 connecting rod and propeller flange. With the aid of an assistant
holding up Nos. 3 and 5 connecting rods, carefully lower assembly into position in left crankcase
bearings with oil seal positioned so it enters the seal cavity in the crankcase. The connecting rod
position numbers, if properly installed, will be toward the upper case flange. Carefully lay odd
numbered rods on the upper case flange.
C. Insert governor driven gear (See Figure 72-10-16) into its bearing.
D. Lay camshaft assembly in its bearings in left crankcase. Mesh spur gear teeth with those of
crankshaft gear so that timing marks are aligned in the manner illustrated in Figure 72-60-02B at
No. 1 T.D.C. position. Turn governor driven gear to mesh it with driver gear.
E. Measure crankshaft end clearance either with a feeler gage or a dial indicator set 8t zero
against the propeller flange. Measure camshaft end clearance at either end of its rear main bearing.
See Table of Limits, Section 72-30 for allowable tolerances. (Refer to Chapter 70 for proper
application).
F. (See Figure 72-10-17). Install idler gear assembly and support pin in left crankcase as
illustrated (Figure 72-60-02A) with bushing thrust to rear.
G. Spread a thin film of No. 3 Aviation Permatex on the crankcase parting flange to be threaded
only. Lay lengths of No. 50 silk thread on parting flange. Thread should be inside the bolt holes
but never on the edge. (See Chapter 70 Standard Practices).
H. Stand up odd numbered connecting rods.
I. Lay right crankcase subassembly on the left case. Take care not to displace or damage the
crankshaft oil seal or governor oil transfer sleeve O-rings. Make sure thrust washers are in place.
February 1989 72-60-03
-
FIGURE 72-60-O2A. LEFT CRANKCASE AND SHAFTS ASSEMBLED ON STAND.
1. Crankshaft Gear Timing Marks
2. Camshaft Gear Timing Mark
FIGURE 72-60-028. ALIGNMENT OF TIMING MARKS.
FIGURE 72-60-02C. TORQUING SEQUENCE.
a. Nuts on both ends of thru bolts must be torqued.
b. All studs and thru bolt threads to be lubricated per Sealants and Lubricants Application
Chart, Chapter 130-00.
ASSEMBLY PROCEDURE
1. Insert thru bolts.
2. Snug bolts 27, 28,39 & 43.
3. Install cylinders 4 and 5. Tighten stud nuts (2,3,5,6,7&8) and thru bolts (1,4&9) to 300-400
inch Ibs. in sequence shown.
4. Install cylinders 2 and 3. Tighten stud nuts (11,12,14,15,16,&17) and thru bolts (10,13,&18) to
300-400 inch Ibs. in sequence shown.
5. Install cylinder No. 6. Tighten stud nuts (20,21,23,24,25&26) and thru bolts (19,22,27,28&29) to
300-400 inch Ibs. in sequence shown.
6. Install cylinder No. 1. Tighten stud nuts (31,32,34,35,36&37) and thru bolts (30,33,&38) to 300-
400 inch lbs. in sequence shown.
7. Torque thru bolts and stud nuts 1 thru 38 to the correct torque values in sequence shown.
8. Tighten bolts No. 39 thru 57 in sequence shown to torque specified on the chart listed below.
NOTE . . . Repeat torquing sequence (1-57) to insure that all thru bolts and stud nuts have
been torqued to the correct value.
CRANKCASE FINAL TORQUE VALUES
Torque-inch Ibs. Sequence Number
490-510 . . . . . . . . . . . . . . . . . 2.33 thru 8,11,12,14 thru 17,20,21,23 thru 26,
31 thru 32,34 thru 37
February 1989 72-60-05
NOTE . . . Support connecting rods with the old cylinder head O-rings as shown in Figure 72-
60-02D.
J. Insert (Figure 72-10-15) two through bolts (64) at front of crankcase, one through bolt (65)
in front of No. 5 cylinder mount pad, seven through bolts (67) through cylinder mount pads and
four through bolts (66) below camshaft level. Tap all of these through to a centered position
witk a non-marring hammer. These bolts align crankcase castings and bearings.
K. lnstall a spacer and flanged nut on the following: Two front thru bolts, two thru bolts
ahead of No. 5 cylinder pad and upper rear thru bolt nearest magneto mount pad.
L. Install fuel manifold valve over crankcase flanges. lnstall spacer (28), lifting eye (27) and
secure with attaching parts (26, 25,24, 23,22, 21). Install attaching parts (60 through 63).
M. Install one bolt (47) washers (48, 49) at left rear, one O-ring (50), two bolts (47) washers
(48, 49) at right rear and one bolt and washer (47, 48) at right front. Do not tighten any parts
in this group at this time.
N. Seat gasket (42) and idler gear support pin (41). The eccentric shoulder must be away from
crankshaft. Do not install attaching parts.
0. Tighten all attaching parts installed in steps "L" and "Mu.
P. lnstall two O-rings (54), one bolt (55) and attaching parts (53, 52, 51) in the upper rear
case hole and tighten nut.
Q. Attach right crankcase mount brackets to case and secure to assembly stand. Rotate stand
until engine is upright as shown in Figure 72-60-02D.
R. Install, but do not tighten idler gear support pin attaching parts (39, 40).
FIGURE 72-60-021). LEFT SIDE OF COMPLETE CRANKCASE ON STAND.
72-60-06
72-60-03 CYUNDERS AND PISTONS (See Figures 72-10-1 4 & 72-60-03).
A. Before installing each cflinder and piston, rotate crankshaft to place connecting rod in its
outermost position.
B. Dip piston pin in lubricating oil before installing piston and connecting rod. Lubricate all
cylinder head studs before installation of cylinder assemblies to crankcase. Lubricate piston and
rings liberally with engine lubricating oil.
C. Piston ring gaps should be positioned 180 apart with the first or top ring gap toward top
of piston.
0. Install pistons and cylinders in desired order. It is suggested that Nos. 4 and 5 be installed
first to minimize turning of the crankshaft and to prevent excessive unbalance. Turn the
crankshaft for Nos. 2 and 3 and install the assemblies. Then turn the shaft for Nos. 1 and 6,
and install the last two assemblies.
E. Place the piston over the connecting rod with the position riumber on its head forward.
Push the pin through until it is centered.
FIGURE 72-60-03A. INSTAWNG NO. 6 FIGURE 7 2-60.03B. nGHTENlNG CYLINDER
CYUNDER. BASE NUT.
February 1989 72-6097
FIGURE 72-60-04. OIL PUMP, FUEL PUMP AND
STARTER ADAPTER INSTALLED.
FIGURE 72-60-03C. CYLINDER FLANGE TORQUE
SEQUENCE FOR SINGLE CYLINDER INSTALLATION.
F. Hang a piston ring compressor on the piston skirt. Holding the cylinder in left arm, center
the compressor over the piston rings and compress them fully. Push the cylinder onto the
piston, forcing the compressor off the piston.
G. Remove the ring compressor and start the cylinder base flange onto the holddown studs.
Make sure the base flange packing ring is in place and not twisted. Seat cylinder barrel flange
on crankcase cylinder pad. Install, but do not tighten, attaching parts (18, 19) or (42, 43). Top
four nuts should be installed first.
H. After installing all pistons and cylinders, tighten and torque nuts according to sequence
shown in Figure 72-60-02C, Torquing Sequence.
I. Install spark plugs and gaskets in upper cylinder holes.
72-60-04 OIL PUMP (See Figure 72-10-13).
TSIO-520-C, G, H, M, P, R & AF.
A. Remove two sets of attaching parts (6, 7, 8) and separate tachometer drive and scavenge
pump cover from scavenge pump.
B. Spread a thin film of No. 3 Aviation Permatex on the rear parting surface of the scavenge
pump body (18). Lay No. 50 silk thread inside bolt holes and studs, but clear of edge. (See
Chapter 70 Standard Practices).
C. Install cover and secure it as before, with two sets of attaching parts.
D. Without delay, lubricate pump shaft splines and install gasket and pump assembly on
crankcase studs. lnstall attaching parts and torque to values specified in Table of Limits,
Section 72-30-08).
E. Tighten lefthand threaded tachometer drive housing.
72-60-04 OIL PUMP (See Figure 72-10-13).
TSIO-520-AE.
A. lnstall O-ring (21) and fitting (22).
B. lnstall gasket sealant on one side of gasket (1) and place on crankcase studs. Install pump
and secure with attaching parts. lnstall filter (26).
72-60-04 OIL PUMP (See Figure 72-10-13).
TSIO-520-T & CE.
A. Remove two sets of attaching parts and remove tachometer drive and pump cover.
B. Spread a thin film of No. 3 Aviation Permatex on the rear parting surface of the oil pump
housing. Lay No. 50 silk thread inside bolt holes and studs, but clear of edge. (See Chapter 70
Standard Practices).
C. lnstall cover and secure it as before, with two sets of attaching parts.
D. W~thout delay, lubricate pump shaft splines and install gasket and pump assembly on
,
crankcase studs. lnstall attaching parts and torque to values specified in Table of Limits,
Section 72-30-08.
E. Tighten oil filter cap and left-hand threaded tachometer drive housing.
72-60-05 FUEL PUMP (See Figure 72-10-064 B, C).
A. Lubricate fuel pump drive gear with Molyshield grease.
B. Install gear in pump. lnstall new gasket and mount fuel pump and vapor separator on
crankcase studs. Secure with four sets of attaching parts.
72-60-06 STARTER DRIVE ADAPTER (See Figure 72-10-12A & B).
A. Apply a thin coat of TCM Gasket Maker PIN 646942 to the crankcase surface only.
CAUTION . . . Sealant must be applied sparingly to prevent contamination of the engine oil
system.
NOTE . . . Turn gears by hand to be certain they mesh freely before installing sub-assembly
on crankcase mount pad.
B. Lubricate spur gear and mesh it with crankshaft gear as adapter is placed in position. Seat
adapter against gasket. Secure adapter assembly to crankcase with attaching parts.
72-60-07 ALTERNATOR ASSEMBLY
(For alternator installation, refer to Alrframe Manufacturer's Instructions.)
72-60-08 MAGNETO AND ACCESSORY DRIVE ADAPTERS (See Figure 72-10-07).
A. Place two new gaskets (13), one on each upper rear mount pad so that oil holes in
gaskets are aligned with crankcase oil outlet holes.
B. lnstall oil seal (14) in adapter (17).
C. lnstall two adapter assemblies with oil holes aligned to crankcase oil outlet holes. Secure
both with attaching parts (1, 2, 3, 6, 5, 4 and 10, 9, 8).
72-60-09 OIL COOLER (See Figure 72-10-10).
A. lnstall new gasket (10) on crankcase studs. lnstall oil cooler end plate (9) on crankcase.
Secure with attaching parts (8, 7, 6).
B. lnstall new gasket (5) and oil cooler (4) on oil cooler end ,plate. Secure with attaching
parts (3, 2, 1).
(2. For engine models TSIO-520-AE, CE & T install new gasket (14), adapter (15) and secure
with attaching hardware (16, 17, 18).
72-60-10 VALVE MECHANISM (See Figure 72-10-14A & B).
A. Turn engine upside down.
B. Lubricate exterior surface of each hydraulic valve lifter just prior to installation. Apply oil
to socket, but not into body oil holes. lnstall all valve lifters.
C. lnstall six pushrod housings nearest to engine mount brackets first, since compressor must
lie close to horizontal in order to clear crankcase flange.
D. On inclined valve cylinders using spring compressor with spring (15) washers (16) and
packing (17) already installed on pushrod housing, insert crankcase end of housing into
crankcase guide compressing spring until other end with washers (16) and seal (17) already
installed can be aligned with cylinder head opening. Move assembly outward until housing seal
has entered cylinder hole. Release spring slowly until it is free and remove spring compressor
(see figure 72-60-10).
On Straight valve cylinders with o-rings (33) and washer (32) installed insert cylinder
end of housing (31) into cylinder hole, align crankcase end of housing with crankcase guide
and slide housing assembly into crankcase. Secure push rod housing assemblies using spring
clip (35), washer (36) and nut (37).
E. before installing valve-actuating parts on each cylinder, turn crankshaft until cam lobes
for that pair of valve lifters are on the the base circle and not on the ramp.
F. lnstall lubricated pushrods (13) or (34) and seat them in valve lifter sockets. lnstall proper
rocker assembly (9, 10, 11) or (20, 21, 22) thrust washers (12) on inclined valve cylinders and
insert rocker shaft (8) or (23). Line up hole in shaft with hole in rocker shaft boss. lnstall
rocker shaft retaining screw (6) or (24) and washer (7) or (25), secure with safety wire).
NOTE . . . Be sure to lubricate all moving parts liberally with engine oil.
G. lnstall all pushrods and rockers in other cylinders in same manner. lnstall valve rocker
covers (4) or (27), gaskets (5) or (26), and secure with attaching parts (1, 2, 3) or (28, 29,
30).
FIGURE 72-60-10. INSTALLING PUSHROD HOUSING.
1. Valve Rocker Cover
2. Washer, Lockwasher
Screw
3. Oil Suction Tube
4. Hydraulic Valve
Litter
5. Oil Gauge Rod
Support
6. Bolt
FIGURE 72-60-11. BOnOM VIEW WITH VALVE MECHANISM AND OIL SUMP SUCTION TUBE.
72-60-1 1
72-60-11 OIL SUMP, TSIO-5204, G, M & T
(See Figure 72-10-09A).
A. Place a new gasket (12) on crankcase suction tube pad and position suction tube assembly on
crankcase.
B. Attach suction tube assembly (11) to crankcase with two slotted screws (8) and two sets of
screws and washers (9, 10). Torque screws (9) to value specified in Table of Tightening Torques,
Section 72-50-01, Lockwire Screws. (See Chapter 70 Standard Practices).
C. Spread a film of TCM Gasket Maker PIN 646942 between sump (6) and gasket (7), position it
on the crankcase.
D. Install sump on crankcase with attaching parts (5, 4, 3). Make sure plug and gasket (1, 2) are
installed and tight.
72-60-11 OIL SUMP, TS10-520-H, P, R, AE, AF & CE.
(See Figure 72-10-09B).
A. Place new gasket (12) on crankcase suction tube pad and position suction tube assembly on
crankcase.
B. Attach suction tube assembly (11) to crankcase with two slotted screws (8) and two sets of
screws and washers (9, 10). Torque screws (9) to value given in Table of Tightening Torques,
Figure 72-50-01, Lockwire Screws (See Chapter 70 Standard Practices).
C. Spread a film of TCM Gakset Maker PIN 646942 between sump (6) and gasket (7), position it
on the crankcase.
D. Lay sump on crankcase and install attaching parts (3, 4, 5). Make sure plug and gasket (1, 2)
are installed and tight.
72-60-1 2 INDUCTION SYSTEM (See Figure 72-10-08A thru D).
A. Push a new applicable hose on either end of intake manifold elbows. Slide one hose clamp to a
position midway on overlapping portion. Turn each clamp so that a screwdriver can be aligned with
its screw and yet clear of stand when tube is installed. Tighten screw only enough to hold hose in
position.
B. Place a hose clamp on each end cylinder intake tube so it faces center tube. Push end tubes
into hose previously installed on center intake tubes. Work hose clamps over ends of hoses, but not
past bead. Do not tighten at this time.
C. Push a hose on each front and rear intake tube and install a clamp on overlapping portion
behind tube bead. Tighten these clamps.
D. Lay a new gasket on intake flange of each cylinder. Position each assembly of tubes and hoses
on proper bank of cylinders and adjust each tube so it seats squarely on cylinder port.
E. Attach each intake flange to its cylinder with four sets of attaching parts. Torque to value
specified in Table of Torque Values, Figure 72-50-01. Position clamp on two center hoses on each
side inside tube beads and tighten.
F. lnstall clamps and bracket on balance tube. Push tube ends into connecting hoses installed on
front intake tubes. Position clamp and secure bracket to sump with two sets of attaching parts.
Position clamp assemblies, between tube and elbow, over beads and tighten. Turn engine upright.
72-60-12 INDUCTION SYSTEM. TS10-5204, G, H, M, P, R & AF (See Figure 72-10-08A).
A. lnstall sleeve (5) over nozzle using new gaskets (6) and washers (7). Compression seal (8) on
sleeve can be replaced if necessary. lnstall air manifold tubes (3, 4) on each bank. lnstall h ~ s e
between 2-4-6 side and 1-3-5 side air manifold tubes.
B. Push hose clamp on both elbows (25, 26) and push elbows into connecting hoses of rear intake
tubes. Position clamps and tighten only enough to hold tubes.
C. Secure support bracket (33) to upper magneto drive adapter studs and idler gear support studs
with attaching parts (4, 5, 6, Figure 72-10-07).
D. Position air throttle assembly on lower bracket and secure with attaching parts (28, 29). Place
hose clamps over each hose (24) on elbows (25, 26) and work hoses onto throttle body. Position and
tighten clamp. Secure support bracket to air throttle body with attaching parts (31, 32).
72-60-12 INDUCTION SYSTEM. TSIO-520-T (See Figure 72-10-088).
A. lnstall sleeve (3) over nozzle using new gaskets (6) and washers (5). Compression seal (4) on
sleeve can be replaced if necessary. lnstall air manifold tubes (1, 2) on each bank. lnstall hose
between 2-4-6 side and 1-3-5 side air manifold tubes.
B. Loosely assemble intake elbows and install on the respective cylinders using new gaskets (29).
Tighten finger tight. lnstall balance tube (16) and secure bracket (17) to sump rail. Position hoses
and secure clamps. Tighten intake tube attaching parts to specified torque.
C. Loosely assemble intake elbows (25) to air throttle body (20). Position assembly and secure with
hose clamps (19).
D. Secure adapter (11) to air throttle body and control assembly using new gasket (12) with four
sets of attaching parts. Use new gasket (30) and mount overboost valve on adapter. Secure with
attaching parts (7, 8, 9).
72-60-12 INDUCTION SYSTEM FOR TSIO-520-AE (See Figure 72-10-08C).
A. Install sleeve (28) over nozzle using new gaskets (29) and washers (30). Compression seal (31)
on sleeve can be replaced if necessary. lnstall air manifold tubes (18) on each bank. Install hose
between 2-4-6 side and 1-3-5 side air manifold tubes.
B. Push new hoses (6) and clamps (7) onto intake manifold elbows and assemble loosely.
C. Using new seals, washers and springs, attach intake manifold assemblies to cylinders with
washers (32, 33) and screws (34).
D. Attach elbows (15, 16), throttle (35) and balance tube (9) to intake manifold assemblies using
new hoses (6) and clamp assemblies (8).
E. Attach balance tube (9) to engine using attaching hardware (10 thru 14).
F. lnstall junction block (19) on engine, connect hose (27), tubes (25, 26) to junction block (19).
Using tee (23), connect tubes (22, 24) to tube (25) and air reference lines (18).
72-60-12 INDUCTION SYSTEM. TSIO-520-CE. (See Figure 72-10-081)).
A. lnstall sleeve (28) over nozzle using new gaskets (31) and washers (30). Compression seal (29)
on sleeve can be replaced if necessary. lnstall air manifold tubes (22) on each bank. lnstall tubes
(20, 23, 24, 25) & Tee (21) between 2-4-6 side and 1-3-5 side air manifold tubes.
B. Push hose clamp on both elbows (11, 12) and push elbows into connecting hoses of rear intake
tubes. Position clamps and tighten only enough to hold tubes.
C. Secure support bracket (35) to upper magneto drive adapter studs and idler gear support studs
with attaching parts (4, 5, 6, Figure 72-10-07).
D. Position air throttle assembly on lower bracket and secure with attaching parts (39). Place hose
clamp over each hose (7) on elbows (11, 12) and work hoses onto throttle body. Position and
tighten clamp. Secure support bracket to air throttle body with attaching parts (36, 37).
72-60-13 FUEL INJECTION,
TSIO-520-C, G, H, M, P, R, T & AF (See Figure 72-10-06A).
A. Lubricate fuel pump drive gear (38) and install into crankcase with plug (39).
-
B. Coat both sides of gaskets (33, 37) with a film of TCM Gasket Sealant PIN 642188. lnstall
gasket (37), on mounting studs and slide fuel pump adapter (36) with seal (35) over studs. lnstall
gasket (33), insulator (34) and gasket (33); then install fuel pump (32) and secure with four sets of
attaching parts (29, 30, 31). Install shroud (28) and secure with attaching parts (25, 26).
C. Install one hose assembly (5) from metering unit to manifold valve and two hose assemblies (6,
7) from fuel pump to metering unit. Also connect tube assembly (1, Figure 72-10-08A) from junction
block to fuel pump.
72-60-13 FUEL INJECTION,
TSIO-520-AE (See Figures 72-1 W6,72-50-13B).
A. Before installing any new fittings, be sure there are no burrs which could flake off and enter
the fuel stream.
B. Coat one side of fuel pump gasket (1) with TCM Gasket Sealant PIN 642188, and install on
crankcase studs.
C. Liberally coat gear (42) and coupling (44) with clean engine oil and install. lnstall pump (2)
with shroud (6) in place. Secure with attaching parts (3, 4, 5).
D. Reassemble manifold valve and bracket (27 thru 38) and install on crankcase at 8th and 9th
bolts from the nose.
E. Install thr~ffle body (18) on intake elbows. lnstall hose (24) and hose (23).
F. lnstall nozzles (40) in sleeves. Attach fuel discharge tubes (39) to nozzles and fuel manifold
valve (27). Secure tube to bracket (45) with clamp (46).
72-60-13 FUEL INJECTION,
TSlQ-520-CE (See Figure 72-10-06C).
A. Lubricate gear (26), coupling (27) and install into crankcase.
B. Coat both sides of gasket with TCM Gasket Sealant PIN 642188, install gasket (29) and fuel
pump (25) using attaching hardware (22 thru 24).
C. lnstall fuel nozzles (3) in cylinders. lnstall manifold valve (4) on crankcase, connect six fuel
discharge tubes (2) to manifold valve (4) and injectors (3), secure with clamp (1).
D. Install throttle assembly (19) on crankcase using attaching hardware (39, 40, 42 & 43), recon-
nect hose assembly (5) to manifold valve (4) and control unit (18). Reconnect hose assemblies (6 &
7) to fuel pump (25) and control unit (18).
72-60-14 MAGNETO DRIVE GEARS (See Figures 72-10-07 & 72-60-14).
A. With engine in upright position, insert one pressed steel retainer (22) into each gear hub slot.
B. Cover each of four new rubber coupling bushings with a film of Molyshield grease and insert
two bushings (21) into each retainer, rounded long edges first.
C. Turn the crankshaft to the No. 1 cylinder advance firing angle as described in Section
72-60-12. Install sleeve (19) into magneto drive gear (20). Lubricate each gear (20) and insert into
bushings (15). Observe the shaft ends from the rear as they are carefully pushed through the
adapter oil seals to make sure the oil seal lips are not reversed or damaged. Mesh the magneto
drive gears to the idler gear to the approximate position shown in Section 72-60-14. These positions
will vary slightly due to the difference in magnetos and gears.
FIGURE 72-60-14. POSITION OF MAGNETO
COUPLINGS.
72-60-15 PLACING CRANKSHAFT IN TIMING POSITION.
In conducting magneto timing, the use of a positive dead center locator, protractor and pointer are
the most accurate tools to use. Tools which call for a specific arm on the piston dome are more
susceptible to error.
NOTE . . . If the engine is equipped with a right angle drive starter adapter and does not freely
turn i n the opposite direction of normal rotation, the starter motor should be disengaged or
removed from the starter adapter. Some right angle starter drive adapters incorpo-rate an over-
riding spring clutch design that restricts engine rotation in the opposite direction of normal
rotation.
CAUTI ON. . . The importance of establishing and maintaining correct magneto to engine timing
cannot be overemphasized. Incorrect timing, in addition to producing a rough running engine, can
lead t o detonation, pre-ignition, possible internal engine damage or failure.
A. Direct Drive Engines, Timing Procedure.
1. Remove all top spark plugs. Rotate piston to the start of the compression stroke. Install the top
dead center locator into No. 1 cylinder top spark plug hole.
2. Install timing disc of indicator being used on crankshaft.
3. Turn crankshaft slowly in direction of rotation until piston lightly touches TDC locator.
4. Rotate disc of timing indicator until top center mark is under the pointer.
5. Slowly turn crankshaft in opposite direction until piston lightly touches TDC locator. Observe
reading on disc under the pointer and move the disc to exactly one-half of the number of degrees
observed toward the top center mark. You have now located top dead center.
6. Remove TDC locator from the cylinder and find the compression stroke on No. 1 cylinder by
placing a finger over the spark plug hole, or any other adequate method. As you come up on
compression, stop the pointer at the TDC location as determined in step 5.
7. To either check the magneto timing or to time the magneto to the engine, move the propeller
in the opposite direction of rotation past the specified magneto timing setting and then back in the
direction of rotation until the desired setting before top dead center is under the pointer. (This
removes the factor of gear backlash).
MODEL RIGHT MAGQEFT MAG Q
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@ Magneto setting tolerance to be plus or minus one (1) degree unless otherwise noted.
@ -oO +jO.
72-60-16 MAGNETOS.
A. Remove inspection hole plugs from magnetos.
B. Turn impulse coupling backward, so latches will not engage, until timing pointer inside
inspection hole is aligned with marked distributor gear tooth.
NOTE . . . See TCM Service Bulletins M82-12, M84-8 or current revisions as applicable.
C. Without turning the magneto coupling, hold the magneto in the horizontal position it will
occupy when installed, and check alignment of gear coupling slot and impulse coupling lugs. If
not aligned, pull gear out of mesh (but not out of oil seal) and turn to correct alignment.
Push gear back into mesh.
D. Place new gasket on magneto flange and install magneto carefully so drive coupling lugs
mate with slots of drive bushings. lnstall holding washers, lockwashers and nuts, but tighten
only enough to permit turning the magneto for final timing, without looseness. lnstall right
magneto with outer end slightly below horizontal and left magneto with outer end slightly
above horizontal.
E. Connect timing light lead to ground terminal of each magneto. Both timing lights should
be on. Tap the right magneto up with a non-marring hammer until the light goes out. Tap the
left magneto down until the light goes out. Secure magnetos.
F. Turn the crankshaft a few degrees counterclockwise, then clockwise until the timing
indicators pointer is pointing to the correct degree for model engine. Both timing lights should
go out at the same time. The timing mark on the crankshaft flange should also align with
crankcase parting flange, or the timing mark on the alternator drive gear appears in the
center of the crankcase inspection hole.
G. lnstall gaskets and covers on mount pads behind magneto drive gears and attach with four
sets of plain washers, lockwashers and nuts.
72-60-17 IGNITION HARNESS (See Figures 72-10-05,72-20-27 & 72-60-17).
A. The high tension cable outlet plates can be attached to either magneto in only one
position. The very shortest ignition cable is for No. 1 upper spark plug, and identifies proper
assembly for the right magneto. Notice the '7" on the outlet plates next to the No. 1 cylinder
cable outlet holes.
5. Attach cable outlet plate to magneto.
C, l ay lower spark plug cables from each magneto across the brace on crankcase top flange
in two layers of three cables each, Install clamp and its attaching parts.
D. lnstall a clamp on each ignition cable and position fuel discharge tube bracket over cables
on right cylinder bank.
E. Snap retaining clamp of cable 1R into top hole in rear leg of bracket. Following this,
starting from the rear, snap 1L into first hole, 3R into 3rd hole, 3L into 4th hole, 5R into 6th
hole and 5L into front leg of bracket. Position bracket so that its center line is 6-314 inches
from edge of No. 1R ferrule and 20-314 inches from edge of No. 5L ferrule. Position second
bracket over cables on left cylinder bank. Snap retaining clamp of No. 2L cable into bottom
and 2R into top hole in rear leg of bracket. Starting from the rear, snap cable 4R into second
hole and 6L into hole in front leg of bracket. Position bracket so that its center line is 21-
114 inches from edge of No. 2R ferrule and 7-112 inches from edge of No. 6 ferrule.
F. lnstall all spark plugs not already in place with smooth copper gaskets. Tighten all plugs
to torque specified in Tightening Torques, Section 72-50-01.
G. Insert cable terminal sleeves into the proper plugs and screw on the elbow coupling nuts
only enough to keep the elbows from turning. Keep the lower spark plug cables above the
intake manifold and inside the intake elbows.
H. Check service bulletins occasionally issued by ignition harness manufacturers regarding tips
for increased service life.
I. On engines equipped with pressurized magnetos (Ref. 72-10-05), reconnect pressurization
tubes (55) to throttle or air manifold as applicable. Using new hoses (54), filter (56) and
clamps (53), reconnect tube (55), filter (56) and tee (57) to both magnetos (27).
UPPER SPARK PLU
LOWER SPARK PLUGS
FIGURE 72-60-17.
IGNITION WIRING DIAGRAM.
72-60-18 FUEL LINES & HOSES (See Figure 72-10-08A thru D).
A. Make sure that all nozzles have been installed and properly tightened, using Anti-Seize
PIN 646943. Install air manifold tubes to nozzle sleeves. Make sure attaching parts are
assembled as shown in Figures 72-10-08A thru D.
B. Snap the discharge tube retaining clamps into brackets and secure tubes in clamps.
C. Connect tubes to respective nozzles and manifold valve fittings.
D. lnstall fuel hoses and secure as required.
72-60-19 EXHAUST SYSTEM FOR TSIO-520-T
(See Figure 72-1 0-1 8).
A. lnstall new gaskets on exhaust pads of cylinders. Secure exhaust elbows to cylinder pads
with special nuts (31). Do not tighten at this time.
B. Assemble exhaust tube (35) and cross pipe and turbine flange assembly (36) to exhaust tee
and elbow assemblies.
C. Position turbocharger (30) on flange assembly (36) and secure both to bracket (38) with
attaching parts (27, 28, 29).
D. Use new gaskets (8) and secure bypass valve assembly to cross pipe (6). Attach tailpipe
assembly to bypass valve with four bolts, nuts and washers (3, 4, 5), and to turbocharger with
clamps (1).
NOTE . . . For preliminary setting of ground adjustable bypass valve, see that 8 threads are
visible above the hex nut.
E. Secure exhaust flange to cylinder. Torque to value specified in Table of Limits.
F. Attach check valve to turbo oil outlet elbow and install hose, turbo to scavenge pump.
lnstall check valve to turbo oil inlet elbow and install crankcase to turbo hose assembly.
INTENTIONALLY
LEFT
BLANK
SECTION 72-70
TESTING AFTER OVERHAUL
72-70-00 TESTING A+ER OVERHAUL
Test Stand
Test Club
Cooling Air Scoop
Induction Air Intake
Exhaust Stacks
Controls
Electrical Wiring
Instruments
Breather
Fuel System
Governor Pad Cover
Engine Test
Starting Procedure
Overhaul Test Run
Test Flight
INTENTIONALLY
LEFT
BLANK
72-70-00 TESTING AFTER OVERHAUL
72-70-01 TEST STAND. After each major overhaul, engine performance should be tested and new parts
run-in while the engine is mounted on a rigid test stand, enclosed in a cell of such design
that recirculating air is held to a minimum. The engine stand should be constructed in a way
to permit accessibility to all engine line and instrument connections and to permit frequent
inspection of all points of possible leakage. All tubes, wires, rods and cables used to connect
instmments and controls should be well supported, yet of sufficient flexibility to permit them
to be moved out of the way during installation and removal of the engine.
NOTE . . . When necessary, the airframe can be considered a suitable test stand for running
in overhauled engines with the use of a test propeller and equipped with a suitable shroud or
a scoop to gather and direct cooling air over the cylinders. Engine must be equipped with all
the calibrated instmrnents listed in Section 72-70-08 "Instruments" of this manual.
72-70-02 TEST CLUB. Unless a dynamometer is used to apply controlled loads to the crankshaft, it
will be necessary to install a wood test club such as those supplied by the Hartzell Propeller
Fan Co., Piqua, Ohio. Test clubs are customarily supplied in standard diameters, so that the
blade length is reduced by the "cut and try" method. The club will absorb the BHP at the
RPM specified in Section 72-70-14. Use the test club in combination with the cell, test stand
and operating limits for which it was calibrated.
72-70-03 COOLING AIR SCOOP. The scoop must be 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 are necessary to direct cooling air to the center
cylinder and the oil cooler. CHT should not vary more than 50F. between coolest and hottest
cylinders. Provide an air duct to the alternator vent tube.
72-70-04 INDUCTION AIR INTAKE. An air filter and housing should be attached to the turbocharger
inlet flange. The filter area must be sufficient to avoid restriction of air flow. Always clean
filter before each test. Calculations of filter area should be based on approximately 389 c.f.m.
of air required by the engine at full throttle and on the filter capacity per unit of area. The
catculated area of a clean filter should be increased by at least 50% to allow for dirt accumu-
lation.
72-70-05 MHAUST AND TURBOCHARGER SYSTEM. For testing purposes the exhaust and turbocharger
system should be installed. All exhaust systems are supplied by the airframe manufacturer,
except on the model TSIO-520.T, which is supplied by Teledyne Continental Motors.
FIGURE 72-70-05. EXHAUST FLANGE DIMENSIONS.
72-70-06 CONTROLS. The only controls required are a mixture control and throttle control capable of
operating the fuel control and metering shafts through their complete ranges, and a standard
twin magneto switch connected to the magneto ground terminals.
72-70-07 ELECTRICAL WIRING. A storage battery must be connected by a No. 0 stranded copper cable
from its positive terminal to the power terminal of the starter or starter solenoid. The battery
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 pushbutton switch. The other switch terminal must be connected to the engine or both
to common ground.
72-70-08 INSTRUMENTS. The control panel should be equipped with the following calibrated engine
instruments.
A. A mechanicalfy driven (counterclockwise, 112 engine RPM) tachometer and flexible shaft
assembly is required.
B. An oil pressure gage and tube connection.
C. An oil temperature gage and capillary assembly.
D. A cylinder head temperature gage and wiring to each cylinder. (See Test Operating
Limitations for different maximum temperatures).
E. A water manometer with rubber hose connection to the vacuum pump oil return hole at
the rear of the crankcase.
F. An ammeter connected in the generator or alternator circuit.
G. Fuel flow gage or fuel pressure gage.
H. A turbine inlet temperature gage.
1. Manifold pressure gage.
72-70-09 BREATHER. A substantial hose of 314 inch ID should be securely clamped over crankcase
breather elbow and support so as to lead to a point above and to the rear of engine.
72-70-10 FUEL SYSTEM. The test stand fuel system is to incorporate an auxiliary pump capable of
delivering fuel to and through the engine system at a pressure of 2 to 2-1/2 psi . indication
on fuel pressure gage. Means of determining, by weight, fuel consumption for given periods of
time and at specified percentage of power should also be included. Connect stand fuel supply
line to upper elbow projecting from left side of fuel pump shroud. Connect fuel pump-to-
supply tank return line to upper elbow projecting from right side of fuel pump. Connect fuel
pressure gage line to the fitting projecting from the center rear of fuel manifold valve.
72-70-11 GOVERNOR PAD COVER. A removable oil transfer tube conducts oil under pressure from the
front main bearing through the crankshaft to the propeller hub. Crankshafts are equipped with
an oil transfer collar to supply the 'governor controlled oil to the crankshaft for use with an
oil controlled propeller. When a test club or fixed pitch propeller is used for testing purposes,
the governor pad cover must have an internal grooved surface to allow the circulating oil to
lubricate the oil transfer collar. The governor pad cover is not needed if a propeller governor
is installed.
72-70-12 ENGINE TEST.
A. Make one check on performance of each magneto alone at 2100 RPM. Clear spark plugs by
operating with both magnetos on for a few seconds between checks.
B. Take instrument readings at the beginning, in the middle, and at the end of the full
throttle period. Take one reading during each of the other periods as soon as conditions have
stabilized.
NOTE . . . The maximum allowable cylinder head temperature and the maximum allowable oil
temperature must not be exceeded at any time during the test.
C. Extend the second period of each test schedule, if necessary, to raise the oil temperature
to looF.
D. Run the engine according to the schedule in this section after a major overhaul. (Standard
Acceptance Test).
NOTE . . . If tests must be conducted in extremely cold weather, it may be necessary to
shield the crankcase from the cooling air stream, since it takes some heat from the oil.
CAUTION. . . The engine should be run at idle RPM approximately I minute before shutdown
to allow the turbocharger to spool down and thus prevent starvation of needed lubricating oil.
72-70-13 STARTING PROCEDURE.
A. Open throttle to approximately 900 to 1200 RPM position.
B. Turn magneto switch to "BOTH" position.
C. Press boost pump button and hold it until 2.5-3.0 p.s.i. nozzle pressure is obtained; then
release boost pump button and press starter button.
NOTE . . . During operation of the starter, the boost pump may be used intermittently to
maintain 2.5 to 3.0 p.s.i. nozzle pressure. DO NOT use boost pump after engine is running
smoothly.
72-70-1 4A
OVERHAUL TEST RUN
STANDARD ACCEPTANCE TEST
Period Time-Minutes RPM
1 5 1200
2 5 1600
3 10 @ 2450
4 15 @@ Rated RPM
5 10
@@@ Engine Parameter Checks
6 10 0 2450
7 5 @ Idle RPM 600 9 25
I
8 15 @@ 60 or 70% Power
9 15 @@ 60 or 70% Power
90 TOTAL MINUTES
@ 2100 RPM - VTSIO-520-AE
@ Adjust Engine - Fuel Flow and Pressure (Reduce RPM For Adjustments)
@ Check Fuel Injection, Oil Pressure, Oil Temperature, M.A.P., C.H.T. and AJternator.
I
@ Magneto Drop and Spread To Be Taken. Engine Must Be Throttled To Specified RPM and Temperature
Allowed To Settle Out Before Taking Magneto Drop And Spread. Mag Check 2100 RPM (L/TSIO-520-
AE 1700 RPM).
@ Cooling Period - 300' Max. C.H.T. Before Shut-Down, Recheck ldle Adjustments.
I
@ Runs 8 And 9 Must Be Made With Stops For Leak Checks At The End Of Each Run. The Engine
Will Not Be Accepted Until Two Successive 15 Minute Runs Are Made With No Leaks.
@ See Operating Limits Section 77-10-00.
@ Fuel And Oil Leaks Are Not Acceptable.
72-70-06 NOVEMBER 1987
72-70-14B
OIL CONSUMPTION DETERMINATION
Period Time-Minutes RPM
2 5 1600
I
3 5 @ 2450
4 10 @@ Rated RPM
5 10 @ a@@ Engine Parameter Checks
6 5 @ Idle RPM 600 4 25
Stop engine, drain oil, weigh oil in for oil consumption determination.
@@Warm Up to Rated RPM
(Minimum 1200 RPM)
@@ Rated RPM
@ idle RPM 60% 25
@ Stop engine, drain, weigh oil and record.
@ See Operating Limits Section 77-10-00.
@ Adjust Engine - Fuel Flow and Pressure (Reduce RPM For Adjustments)
@ Check Fuel Injection, Oil Pressure, Oil Temperature, M.A.P., C.H.T. and Alternator.
I
@ Magneto Drop and Spread To Be Taken. Engine Must Be Throttled To Specified RPM and Temperature
Allowed To Settle Out Before Taking Magneto Drop And Spread. Mag Check 2100 RPM (VTSIO-520-AE 1700 RPM).
@ Refill sump with clean oil.
@ Readings must be recorded after completion of each 10 minute intervaJ during run.
@ Cooling period -300' Max. C.H.T. Before shut-down, recheck idle adjustments.
@ For maximum oil consumption, refer to Section 72-00-00 Engine Specifications.
@ VTSIO-520-AE 2100 RPM.
NOVEMBER 1987 72-70-07
72-70-14C OVERHAUL TEST RUN
TEST OPERATING LIMITS
FEATURE
MAXIMUM TAKEOFF POWER
TSIO-520-C & H
TSIO-520-M, P, R & AF
TSIO-520-G
TSIO-520-T
TSIO-520-AE
TSIO-520-CE
IDLING SPEED (ALL MODELS)
FUEL GRADE (ALL MODELS)
FUEL PUMP PRESSURE AT FULL THROTTLE (PSI)
TSIO-520-C & H
TSi0-520-G
TSIO-520-M
TSIO-520-P 8. AF
TSIO-520-R & T
TSIO-520-AE
TSIO-520-CE
FUEL PUMP PRESSURE AT IDLE (PSI)
TSIO-520-C & H
TS10-520-G, M, P, R, T, AF & CE
TSIO-520-AE
METERED FUEL PRESSURE AT FULL THROlTLE (PSI)
TSIO-520-C & H
TSIO-520-G
TSIO-520-M & R
TSIO-520-P, AF
TSIO-52O-T
TSIO-520-AE
TSIO-520-CE
METERED FUEL PRESSURE AT IDLE (PSI)
(ALL MODELS EXCEPT CE)
TSIO-520-CE
ENGINE INTAKE AIR TEMPERATURE (ALL MODELS)
ENGINE INTAKE AIR PRESSURE (MAX.) H20 (TIC INLET)
(ALL MODELS)
MANIFOLD PRESSURE AT FULL THROTTLE (IN. HG.)
TSIO-5204, H, AE
TSIO-520-G
TSIO-520-M, P, R
TSIO-520-T
TSIO-520-AF
TSIO-520-CE
MANIFOLD PRESSURE AT IDLE (IN. HG.) (ALL MODELS)
OIL GRADE
NORMAL SERVICE ABOVE 30F.
BELOW 50F
32.5
35.0
36.5
39.5
35.5
37.0
18.5 MAX.
SAE 50
SAE 30
OR
10W30
15W50
20W50
ALL TEMPERATURES
MAX. OIL CONSUMPTION (LB./BHP/HR. MAX. AT RATED
POWER AT RPM)
ALL MODELS:
.006 LBS. x % POWER
100
OIL TEMPERATURE (DESIRED RANGE)
OIL TEMPERATURE (MAX.)
OIL PRESSURE AT FULL THROlTLE (PSI MAX.)
(OIL TEMPERATURE 175F.-1850F.)
OIL PRESSURE AT IDLE (PSI MIN.)
(OIL TEMPERATURE 130F.-140F.)
IGNITION TIMING TSIO-5204, H, AE, CE
LEFT MAGNETO OBTC
RIGHT MAGNETO OBTC
IGNITION TIMING TSIO-5204, M, R, T, AF
LEFT MAGNETO OBTC
RIGHT MAGNETO OBTC
IGNITION TIMING TSIO-520-P
LEFT MAGNETO OBTC
RIGHT MAGNETO OBTC
CYLINDER HEAD TEMPERATURE (MAX.) WITH
BAYONET THERMOCOUPLE
CRANKCASE PERSSURE (MAX.) (IN. H20)
l NTENTIONALLY
LEFT
BLANK
SECTION 72-80
ENGINE PRESERVATION
72-80-00 ENGINE PRESERVATION
72-80-01 General
72-80-02 Flyable Storage
72-80-03 Temporary Storage
72-80-04 Indefinite Storage
INTENTIONALLY
LEFT
BLANK
72-80-01 GENERAL
Engines in aircraft that are flown only occasionally tend to exhibit cylinder wall corrosion
more than engines in aircraft that are flown frequently.
Of particular concern are new engines or engines with new or freshly honed cylinders after a
top or major overhaul. In areas of high humidity, there have been instances where corrosion
has been found in such cylinders after an inactive period of only a few days. When cylinders
have been operated for approximately 50 hours, the varnish deposited on the cylinder wall
offers some protection against corrosion. Hence a two step program for flyable storage
category is recommended.
Obviously, even then proper steps must be taken on engines used infrequently to lessen the
possibility of corrosion. This is especially true if the aircraft is based near the sea coast or in
areas of high humidity and flown less than once a week.
In all geographical areas the best method of preventing corrosion of the cylinders and other
internal parts of the engine, is to fly the aircraft at least once a week, long enough to reach
normal operating temperatures, which will vaporize moisture and other by-products of combus-
tion. In consideration of the circumstances mentioned, TCM has listed three reasonable
minimum preservation procedures, that if implemented, will minimize the detriments of rust
and corrosion. It is the owners responsibility to choose a program that is viable to the
particular aircraft's mission.
Aircraft engine storage recommendations are broken down into the following categories:
A. Flyable Storage (Program I or 11)
B. Temporary Storage (up to 90 days)
C. Indefinite Storage
72-80-02 FLYABLE STORAGE (Program I or 11)
Program I
-
Engines or cylinders with less than 50 operating hours:
a Propeller pull thru every 5 days as per paragraph A2; and
b. Fly every 15 days as per paragraph A3.
Program I1
-
Engines or cylinders with more than 50 operating hours to TBO
if not flown weekly:
a Propeller pull thru every 7 days as per paragraph A2; and
b. Fly every 30 days as per paragraph A3.
1. Service aircraft per normal airframe manufacturer's instructions.
2. The propeller should be rotated by hand without running the engine. For 4 and 6 cylinder
straight drive engines, rotate the engine six revolutions. Stop the propeller 45' to 90
from the original position. For 6 cylinder geared engines, rotate the propeller 4 revolu-
tions and stop the propeller 30' to 60from the original position.
CAUTION.. . FOR MAXIMUM SAFETY, ACCOMPLISH ENGINE ROTATION AS FOLLOWS:
a. Verify magneto switches are "OFF
b. Throttle position "CLOSED
c. Mixture control "IDLE CUT-OFF"
d. Set brakes and block aircraft wheels
e. Leave aircraft tie-downs installed and verify that the cabin door latch is open.
f. Do not stand within the arc of the propeller blades while turning the propeller.
3. The aircraft should be flown for thirty (30) minutes, reaching, but not exceeding, normal
oil and cylinder temperatures. If the aircraft cannot be flown it should be represerved in
accordance with "B" (Temporary Storage) or "C" (Indefinite Storage). Ground running is
not an acceptable substitute for flying.
NOTE . . . If "b." in each program cannot be accomplished on schedule due to weather,
maintenance, etc., pull the propeller thru daily as soon as possible.
It is necessary that for future reference, if required, the propeller pull thru and flight
time be recorded and verified in the engine maintenance recordllog with the date, time
and signature.
72-80-03 TEMPORARY STORAGE (Up to 90 Days).
1. Preparation for Storage
a. Remove the top spark plug and spray preservative oil (Lubrication Oil - Contact and
Volatile Corrosion - Inhibited, MIL-L-46002, Grade 1) at room temperature, through
upper spark plug hole of each cylinder with the piston in approximately the bottom
dead center position. Rotate crankshaft as each pair of opposite cylinders is sprayed.
Stop crankshaft with no piston at top dead center. A pressure pot or pump-up type
garden pressure sprayer may be used. The spray head should have ports around the
circumference to allow complete coverage of the cylinder walls.
NOTE . . . Shown below are some approved preservative oils recommended for use in
Teledyne Continental engines for temporary and indefinite storage:
MIL-L-46002, Grade 1 Oils:
NOX RUST VCI-105
PETROTECT VA
Daubert Chemical Company
4700 S. Central Avenue
Chicago, Illinois
Pennsylvania Refining Company
Butler, Pennsylvania
b. Respray each cylinder without rotating crank shaft. To thoroughly cover all surfaces
of the cylinder interior, move the nozzle or spray gun from the top to the bottom of
the cylinder.
c. Reinstall spark plugs.
d. Apply preservative to engine interior by spraying the above specified oil (approximately
two ounces) through the oil filler tube.
e. Seal all engine openings exposed to the atmosphere using suitable plugs, or moisture
resistant tape, and attach red streamers at each point.
f. Engines, with propellers installed, that are preserved for storage in accordance with
this section should have a tag affixed to the propeller in a conspicuous place with the
following notation on the tag: "DO NOT TURN PROPELLER - ENGINE PRESERVED."
PRESERVATION DATE
NOTE . . . If engine is not returned to flyable status at the expiration of the tem-
porary (90 day) storage, it must be preserved in accordance with the indefinite storage
procedures.
2. Preparation for Service
a. Remove seals, tape, paper and streamers from all openings.
b. With bottom spark plugs removed from the cylinders, hand turn propeller several
revolutions to clear excess preservative oil, then reinstall spark plugs.
c. Conduct normal start-up procedure.
d. Give the aircraft a thorough cleaning and visual inspection. A test flight is recom-
mended.
72-80-04 INDEFINITE STORAGE.
1. Preparation for Storage
a. Drain the engine oil and refill with MIL-C-6529 Type II. The aircraft should be flown
for thirty (30) minutes, reaching, but not exceeding normal oil and cylinder tempera-
tures. Allow engine to cool to ambient temperature. Accomplish steps "1.a." and "1.b."
of Temporary Storage.
NOTE . . . MIL-C-6529 Type ll may be formulated by thoroughly mixing one part
compound MIL-C-6529 Type I (Esso Rust-Ban 628, Cosmoline No. 1223 or equivalent)
with three parts new lubricating oil of the grade recommended for service (all at room
temperature). Single grade oil is recommended.
b. Apply preservative to engine interior by spraying MlL-L-46002, Grade 1 oil (approxi-
mately two ounces) through the oil filler tube.
2. Install dehydrator plugs MS27215-1 or -2, in each of the top spark plug holes, making
sure that each plug is blue in color when installed. Protect and support the spark plug
leads with AN-4060 protectors.
3. If the engine is equipped with a pressuretype carburetor, preserve this component by the
following method. Drain the carburetor by removing the drain and vapor vent plugs from
the regulator and fuel control unit. With the mixture control in "Rich" position, inject
lubricating oil, grade 1010, into the fuel inlet at a pressure not to exceed 10 p.s.i. until
oil flows from the vapor vent opening. Allow excess oil to drain, plug the inlet, tighten
and safety the drain and vapor vent plugs. Wire the throttle in the open position, place
bags of desiccant in the intake and seal the opening with moistureresistant paper and
tape, or a cover plate.
4. If the carburetor is removed from the engine, place a bag of desiccant in the throat of
the carburetor air adapter. Seal the adapter with moisture-resistant paper and tape, or a
cover plate,
5. The TCM fuel injection system does not require any special preservation preparation. For
preservation of the Bendix RSA-7DA1 fuel injection system, refer to the Bendix Operation
and Service Manual.
6. Place a bag of desiccant i n the exhaust pipes and seal the openings with moisture
resistant tape.
7. Seal the cold air inlet to the heater muff with moisture-resistant tape to exclude moisture
and foreign objects.
8. Seal the engine breather by inserting a dehydrator MS27215-2 plug in the breather hose
and clamping in place.
9. Attach a red streamer to each place on the engine where bags of desiccant are placed.
Either attach red streamers outside of the sealed area with tape or to the inside of the
sealed area with safety wire to prevent wicking of moisture into the sealed area.
10. Engines, with propellers installed, that are preserved for storage in accordance with this
section should have each propeller tagged in a conspicuous place with the following
notation on the tag: "DO NOT TURN PROPELLER - ENGINE PRESERVED." PRESERVA-
TION DATE
PROCEDURES NECESSARY FOR RETURNING AN AIRCRAFT TO SERVICE ARE AS FOLLOWS:
1. Remove the cylinder dehydrator plugs and all paper, tape, desiccant bags, and streamers
used to preserve the engine.
2. Drain the corrosion preventive mixture and re-service with recommended lubricating oil.
WARNING . . . When returning the aircraft to service do not use the corrosion preventive
oil referenced i n paragraph C.1.a. for more than 25 hours.
3. If the carburetor has been preserved with oil, drain it by removing the drain and vapor
vent plugs from the regulator and fuel control unit. With the mixture control in "Rich"
position, inject service type gasoline into the fuel inlet at a pressure not to exceed 10
p.s.i. until all of the oil is flushed from the carburetor. Re-install the carburetor plugs
and attach the fuel line.
4. With bottom plugs removed, rotate propeller to clear excess preservative oil from
cylinders.
5. Reinstall the spark plugs and rotate the propeller by hand through the compression
strokes of all the cylinders to check for possible liquid lock. Start the engine in the
normal manner.
6. Give the aircraft a thorough cleaning, visual inspection and test flight per airframe
manufacturer's instructions.
AIRCRAFT STORED IN ACCORDANCE WITH THE INDEFINITE STORAGE PROCEDURES
SHOULD BE INSPECTED PER THE FOLLOWING INSTRUCTIONS:
1. Aircraft prepared for indefinite storage should have the cylinder dehydrator plugs visually
inspected every 15 days. The plugs should be changed as soon as their color indicates
unsafe conditions of storage. If the dehydrator plugs have changed color in one-half or
more of the cylinders, all desiccant material on the engine should be replaced.
The cylinder bores of all engines prepared for indefinite storage should be resprayed with
corrosion preventive mixture every six months, or more frequently if bore inspeciton
indicates corrosion has started earlier than six months. Replace all desiccant and dehy-
drator plugs. Before spraying, the engine should be inspected for corrosion as follows:
Inspect the interior of at least one cylinder on each engine through the spark plug hole.
If cylinder shows start of rust, spray cylinder corrosion preventive oil and turn prop over
six times, then respray all cylinders. Remove at least one rocker box cover from each
engine and inspect the valve mechanism.
The previous procedures are a general recommendation for our customers. Since local conditions
are different and Teledyne Continental Motors has no control over the application, more
stringent procedures may be required. Rust and corrosion prevention are the owner's responsi-
bility.
INTENTIONALLY
LEFT
BLANK
CHAPTER 73
ENGINE FUEL SYSTEM
73-00-00 ENGINE FUEL SYSTEM
73-10-00 SET-UP PROCEDURE
73-10-01 Naturally Aspirated Engines
73-10-02 Turbocharged Engines
73-10-03 Fuel Pressure Regulators
73-10-04 Special Set-Up Procedures
73-10-05 Fuel System Pressure and Flow Valve Charts
73-10-06 Fuel System Troubleshooting Chart
INTENTIONALLY
LEFT
BLANK
73-00-00 ENGINE FUEL SYSTEM
The fuel injection system is of the multi-nozzle, continuous-flow type which controls fuel flow
to match engine requirements. Any change in air throttle position, engine speed, deck pres-
sure, or a combination of these causes changes in fuel pressure in the correct relation to the
engine requirements. As fuel flow is directly proportional to metered fuel pressure, settings
can be predetermined and fuel consumption can be accurately predicted and controlled.
The continuous-flow system permits the use of a typical rotary vane pump with integral relief
valve. With the system there is no need for an intricate mechanism for timing injection to the
engine.
The fuel pump is a two stage, vane-type pump of advanced design which has improved vapor
suppression characteristics and performs well at high altitude and iow inlet conditions. It is
driven directly by the engine and its flow rate depends on engine RPM. An aneroid unit is
incorporated as an integral part of the pump and functions to increase pump output during
high manifold pressure operation. The fuel pump forces liquid fuel into the fuel-metering
control assembly.
FIGURE 73-00-00. FUEL SYSTEM SCHEMATIC.
NOVEMBER 1987 73-00-03
INTENTIONALLY
LEFT
BLANK
73-10-00 SET-UP PROCEDURE
The full rich performance of the fuel injection system on all injected engines is controlled by
manual adjustment of air throttle and fuel mixture at idle and pump pressure at idle and full
throttle. Fuel pressures of fixed orifice pumps can only be adjusted with the relief valve
screw located on the centerline at the rear of the pump. Adjustable orifice or variable orifice
(aneroid) pumps have an additional facility for adjusting pump pressure at both idle and full
throttle RPM.
73-10-01 TURBOCHARGED ENGINES
To make full rich adjustments on engines equipped with adjustable orifice pumps, run-up
engine to obtain normal operating temperature and proceed as follows:
A. Tee into either the fuel pump outlet fitting or metering unit inlet fitting (whichever is
more accessible) with an appropriate pressure gage and extended fuel line to observe fuel
pump pressures. (This gage should be properly calibrated and vented to atmosphere on all
engines).
NOTE . . . Tees are already incorporated on some engine models.
B. On all engines, back the throttle plate idle screw out of contact with the stop. Use the
throttle to hold to the specified idle RPM.
C. To obtain pressure limits specified for idle RPM the variable orifice adjusting screw on
turbocharged engines is located on the aneroid housing and is turned CW to decrease pressure
and CCW to increase pressure.
CAUTION . . . Jam nut must be loosened before screw can be adjusted. Use care in both
loosening and tightening this nut.
D. Maintaining idle pump pressure and idle RPM, correct idle mixture exists if, upon leaning
with the mixture control, an increase of 25 to 50 RPM is obtained, depending on airport
elevation.
The preceding steps have provided:
(1) Correct pump pressure
(2) Correct fuel flow
(3) Correct fuel metering cam to throttle plate orientation.
NOTE . . . Do not adjust idle mixture without first determining that idle pump pressure is
correct.
E. Advance full throttle and maximum rated engine RPM to check pump pressure and noule
(metered) pressure or flow. (Nozzle pressure or flow values may be monitored by either the
gage provided i n the aircraft or an auxiliary pressure gage (which must be of the vented type
and be referenced to compressor discharge pressure in the same manner as the aircraft fuel
flow gauge teed into the fuel manifold valve pressure port). Criteria for full throttle full rich
adjustment of the fuel system should be specified nozzle pressure or flow values. Unmetered
pump pressures at full throttle are included for reference only and may be used for
troubleshooting the metering unit portion of the fuel system.
F. To obtain specified values of nozzle pressure or fuel flow at full throttle and rated RPM,
turn the adjustable orifice adjusting screw (located on the side of the pump) CW to increase
pressure and CCW to decrease pressure or on adjustable orifice pumps adjusting screw located
on the aneroid housing CW to decrease CCW to increase pressure.
NOTE . . . If at static run-up rated RPM cannot be achieved at full throttle, adjust nozzle
pressure or fuel flow to obtain specified values when rated RPM is achieved during takeoff
roll.
G. Reset idle stop screw to appropriate engine specification.
CAUTION . . . On some aircraft, all pump pressure checks, mixture, and idle speed adjust-
ments must be performed with the aircraft auxiliary pump on "low position". Refer to aircraft
maintenance manual for details.
73-10-02 FUEL PRESSURE REGULATORS
Full throttle metered fuel flow adjustments must be accomplished as follows:
A. Plug center (return) port of fuel pressure limiter and plug end of detached line.
IMPORTANT. . . DO NOT PLUG SIDE PORT (INLET) OF PRESSURE LIMITER.
B. With pressure limiter removed from fuel system, adjust takeoff fuel pressure 5% richer
than specified limits.
C. Reconnect pressure limiter return port and adjust top screw to return fuel flow within
limits. This method of adjustment permits approximately 5% of the total fuel flow to bypass
the fuel system through the pressure limiter circuit at full throttle and keeps the part throttle
fuel system calibration within limits.
73-10-03 SPECIAL SET-UP PROCEDURES.
NON-APPLICABLE
73-10-04 FUEL SYSTEM PRESSURE AND FLOW VALUE CHARTS.
For your convenience, we have tabulated the following fuel system pressure and flow values to
facilitate proper adjustment and optimum performance of all TCM fuel injected engines. All
top end values are shown for max rated RPM and manifold pressure.
0 0 0 0
Unmetered or Metered or Fuel Flow
RPM Pump Pressure Nozzle Pressure Fuel Flow GalJHr.
Engine Propeller (PSI) (PSI) LbsJHr. (Approx.)
NOTE . . . Unmetered or pump pressure values are for a gage vented to atmosphere.
@ See Aircraft Specifications for other values where applicable.
@ Limits are based on aircraft manufacturer's gage calibrations.
NOTE: . . . For further information see TCM Service Bulletin M84-6R1 or current revision as applicable.
73-10-05 FUEL SYSTEM TROUBLESHOOTING CHART
This troubleshooting chart is provided as a guide. Review all probable causes given, check
other listings of troubles with similar symptoms. Items are presented in sequence of the
approximate ease of checking, not necessarily in order of probability.
Gage Indication Mixture control improperly Check mixture control for proper
Engine not primed. Auxiliary pump switch in PRIME
Reset throttle, clear engine of
excess fuel, try another start.
lndication
No fuel to engine. Loosen one line at nozzle. If no
fuel shows, with fuel flow on
gage, replace fuel manifold valve.
Rough Idle Nozzle restricted. Remove nozzles and clean.
Poor Acceleration
Engine Runs Rough
Low Fuel Flow Gage
Indication
Improper idle mixture.
Idle mixture incorrect.
Unmetered fuel pressure too
high.
Worn linkage.
Restricted nozzle.
Improper Mixture.
Restricted flow to metering
valve.
Inadequate flow from fuel pump.
Adjust fuel-air control unit in
accordance with adjustment
procedures.
Adjust fuel-air control unit in
accordance with adjustment
procedures.
Lower unmetered fuel pressure.
Replace wom elements of linkage.
Remove and clean all nozzles.
Improper pump pressure, replace
P'JmP.
Check mixture control for full
travel. Check for clogged fuel
filters.
Adjust enginedriven fuel pump.
73-10-05 FUEL INJECTION SYSTEM TROUBLESHOOTING CHART
fuel rnanifold valve. Clean or
replace as required.
Fluctuating or Erro- Vapor in system, excess fuel If not cleared with auxiliary
neous Fuel Flow pump, check for clogged ejector
Indications jet in vapor separator cover.
Clean only with solvent, no wires.
Air in fuel flow gage line. Leak Repair leak and purge line.
at gage connection.
Poor Idle Cut-Off Engine getting fuel. Check mixture control is in full
idle cut-off. Check auxiliary
pump is OFF. If neither, replace
rnanifold valve.
Unmetered Fuel Internal orifices plugged. Clean internal orifices in injector
Pressure
Unmetered Fuel
Pressure Drop
Very High Idle And
Full Throttle Fuel
Pressure Present
No Fuel Pressure
Relief valve stuck open.
Relief valve stuck closed.
Check valve stuck open.
Repair or replace injector pump.
Repair or replace injector pump,
Repair to replace injector pump.
INTENTIONALLY
LEFT
BLANK
CHAPTER 74
IGNITION
(TCM IGNITION SYSTEM)
74-00-00 GENERAL
74-00-01 Magneto lnstallation
74-00-02 Harness Assembly lnstallation
74-20-00 IGNITION TROUBtESHOOTfNG
(SUCK IGNKION SYSTEM)
74-30-00 GENERAL
74-30-01 Magneto lnstallation
74-30-02 Harness Assembly lnstallation
74-50-00 IGNITION TROUBLESHOOTING
February 1989 74-00-01
INTENTIONALLY
LEFT
BLANK
74-00-02 February 1989
TCM IGNITION SYSTEM
74-08-00 GENERAL.
Conventional dual ignition is provided by two magnetos. The left magneto fires 1-3-5 lower
and 2-46 upper spark plugs, while the right magneto fires the 1-3-5 upper and 2-46 lower
spark plugs.
The TCM S6RN-25, -201, -205 Series Magnetos are designed to provide ignition for six
cylinder aircraft engines. The magnetos generate and distribute high tension current through
high tension leads to the spark plugs. Because of the one piece housing design, these high
tension magnetos are comparatively easy to maintain between overhauls. Overhaul is recom-
mended at engine overhaul.
To obtain the retard spark necessary for starting, the S-20 series magnetos and some S-1200
series magnetos employ an impulse coupling. The purpose of the impulse coupling is to: (I)
rotate the magnet between impulse trips faster than the engine cranking speed thus generating
a better spark for starting the engine, (2) automatically retard the spark during engine
cranking, and (3) act as a drive coupling for the magneto. S-200 series magnetos and some S-
1200 series magnetos employ the "shower of sparks" ignition system, including a starter
vibrator. The purpose of the "shower of sparks" is to: (1) boost ignition energy by feeding
pulsating battery voltage to the magneto primary circuit during starting and (2) automatically
retard the spark during engine cranking.
The following detailed explanation gives the meaning of the various letters and numbers
appearing in the type designations:
A. "S" indicates single type ignition unit.
B. "4", "6" or "8" indicates number of cylinders fired.
C. "R" or "L" indicates direction of rotation of rotating magnet viewed from drive end; R for
righthand, L for lefthand.
D. "N" indicates manufactured by the Electrical Components Division.
E. The dash number (such as -25) indicates a certain execution of the basic type magneto.
74-00-01 MAGNETO.
lnsure that magneto is proper part number for engine installation. Insure that internal timing
of magneto is correct as per TCM Form No. L-250-10 (or latest revision) for S-20 series
magneto or as per TCM Fcrm No. L-527-4 (or latest revision) for S-200 series magnetos, or as
per TCM Form No. X42001 (or latest revision) for S-1200 series magnetos. These publications
are included in TCM lgnition Systems Master Service Manual Form No. X40000 (Printed
Edition) or Form No. X4000F (Microfiche Edition).
Remove timing inspection window plug from top of magneto.
Turn engine crankshaft until piston in the No. 1 cylinder is at its full advance firing position.
See Chapter 72-00-00 Ignition timing for applicable full advance firing position. Rotate the
magneto shaft in its normal direction of rotation until the painted chamfered tooth of the
distributor gear is centered in the inspection window. Install magneto on engine. Do not
tighten magneto holddown bolts.
February 1989 74-08-03
Fabricate P-lead adapter using approximate terminal kit and a length of wire. Install adapter
lead on switch terminal of magneto. Connect positive lead of TCM 11-9110-1 timing light, or
equivalent, to bare end of adapter. Connect common lead of timing light to a good ground.
If timing light is out, rotate magneto housing in the same direction as its magnet's rotation a
few degrees beyond point where light comes on. Then slowly turn magneto housing in opposite
direction until light just goes out. Secure magneto housing in this position and recheck
adjustment. Replace timing window plugs.
Repeat the above steps for second magneto. Check magneto synchronization with 11 -91 10-1
timing light or equivalent. If necessary, loosen magneto holddown bolts of one magneto and
"bump" with soft mallet to synchronize magnetos. Tighten all magneto holddown bolts. Refer
to figure 72-50-01 (6) for proper torque.
Disconnect timing light from magneto. Make connections between magneto and ignition switch
using 18 gage wire following airframe manufacture's wiring instructions.
WARNING. . . The magneto is in a SWITCH ON condition when the switch wire is
disconnected. Therefore, the usual precaution must be observed.
74-00-02 HARNESS ASSEMBLY INSTALLATION
Before installing harness on magneto check mating surfaces for cleanliness. Spray entire face
of grommet with a light coat of silicone spray parting agent* to prevent harness grommet
from sticking to magneto distributor block. For 8-20 and S-200 series magnetos, install and
-
tighten screws around plate alternately to seat cover squarely on magneto. Apply 25 to 35 in.-
Ibs. torque to screws. For S-1200 series magnetos, install and tighten nuts around plate
alternately to seat cover squarely on magneto. Apply 18 to 22 in.-lbs. torque to nuts.
*Silicone spray parting agent S512, IMS Company 10373 Stafford Road, Aubur, OH 44022.
FIGURE 74-00-04A. COATING INSULATING FIGURE 74-00-048. INSTALLATION OF ELBOW
SLEEVE. CLAMP.
74-00-04 February 1989
The harness assemblies are constructed of a lightweight, flexible, silicone coated cable having
a 400F. temperature rating. Because the harness assemblies are lightweight and flexible, the
following suggestions should be observed when installing the harness on an engine:
A. Support leads with as many clamps and cable ties as are necessary to prevent any
whipping or chafing action.
B. Route leads as far away from exhaust manifold as possible to insure they are not exposed
to temperatures in excess of 400F.
C. To prevent sticking of sleeves and to minimize twisting of ferrule, coat insulating sleeves*
and lubricate ferrule shoulders** (see Figure 74-00-04A). Fasten coupling nuts to the proper
spark plugs and torque as specified in Table 11. Tighten elbow assembly nuts to outer ferrule.
*Flurocarbon Spray MS #5122, Miller-Stephenson Chemical Co., Inc.,
16 Sugar Hollow Road, Danbury, Connecticut C6810.
**Go40 No-Lok, Gojer, Inc., Akron, Ohio 44309 or
Molykote Type G, The Alpha Molykote Gorp., Stamford, Connecticut 06904.
NOTE . . . Hold ferrules while tightening or loosening spark plug coupling nuts to protect
against twisting conduit or cable.
D. If elbow assemblies are not used and installation results in a severe angle where conduit
connects to the spark plug, use clamp P/N 10-320283 as shown in Figure 74-00-04B, "Installa-
tion of Elbow Clampn. Secure clamp with screw and lockwasher P/N 1035936- 6 and nut P/N
10-90404-4. The clamp will maintain a 70elbow eliminating over-stressing the lead.
FIGURE 74-00-04C. COUPLING NUT TORQUE VALUES.
February 1989 74-00-05
74-20-00 IGNITION TROUBLESHOOTING.
This troubleshooting chart is provided as a guide. Review all probable causes given, check
other listings of troubles with similar symptoms. Items are presented in sequence of the
approximate ease of checking, not necessarily in order of probability.
TROUBLE I PROBABLE CAUSE I CORRECTION
Engine Fails To Start
Due to Ignition Trouble
Rough Idling
Rough At Speeds
Above Idle
Sluggish Operation
And/or Excessive
RPM Drop
lgnition switch OFF or grounded
switch wires.
Spark plugs fouled, improperly
gapped, or loose.
Magnetos improperty timed to
engine.
Shorted condenser.
Magneto internal timing in-
correct or timed for opposite
rotation.
Spark plugs fouled or improperly
gapped.
Weak condenser.
Loose or improperly gapped
spark plugs.
High tension leak in ignition
harness.
Weak or burned out condenser
as evidenced by burned or
pitted breaker points.
Fouled or dead spark plugs.
Improperly gapped spark plugs.
Magnetos out of time.
Damaged magneto breaker
points or condenser.
Turn switch On. Check for
grounded wires.
Remove and clean. Adjust to
1 proper gap. Tighten to specified
torque.
Refer to Instatlation of Magnetos
and ignition Timing for timing
procedures.
Replace condenser.
Install correctly timed magneto.
Clean spark plugs. Adjust spark
plug gap.
Replace condenser.
Tighten to specified torque.
Adjust to proper gap.
Check for faulty inspection.
Replace points and condenser.
Clean spark plugs. Replace dead
spark plugs.
Adjust to proper gap.
Refer to Installation of Magnetos
and lgnition Timing for proper
timing procedure.
Replace points and condenser.
74-00-06 February 1989
(SLICK lGNlTlON SYSTEM)
74-30-00 GENERAL.
Conventional dual ignition is provided by two magnetos. The left magneto fires the six (6)
upper spark plugs, while the right magneto fires the six (6) lower spark plugs.
The Slick 6210 Series Magnetos, manufactured by Slick Electro Incorporated, 530 Blackhawk
Park Avenue, Rockford, Illinois 61101, are designed to provide ignition for six cylinder light
aircraft engines. The magnetos generate and distribute high tension current through high
tension leads to the spark plugs.
To obtain the retard spark necessary for starting, the magnetos employ an impulse coupling.
The purpose of the impulse coupling is to: (1) rotate the magnet between impulse trips
faster than engine cranking speed, thus generating a better spark for starting the engine;
(2) automatically retard the spark during engine cranking, and (3) act as a drive coupling for
the magneto.
The following detailed explanation gives the meaning of the various numbers appearing in the
serial number.
The year of
(2 = 1982)
Manufacture 3 The number of a
particular model
manufactured in the
month specified
The month of
Manufacture
(03 = March)
74-30-01 MAGNETO INSTALLATION AND TIMING TO ENGINE
Before magnetos are installed on the engine, the rotation and internal magneto timing must be
correct. For rotation and internal timing procedure refer to the appropriate magneto
manufacturers instructions.
The magneto to engine timing check to be performed at every 100 hour and annual inspection.
CAUTION. . . Be sure magneto switch is OFF and 'P" leads are grounded
1. Remove top spark plug from number one cylinder. Place thumb over spark plug hole and
rotate crankshaft in normal direction of rotation to ensure piston is on compression stroke.
Turn engine crankshaft until No. 1 Piston is at its full advance firing position. See Chapter
72-00-00 Ignition timing for applicable full advance firing position.
February 1989 74-00-07
2. insert the TI18 timing pin in "L" or 'R" hde (depending on magneto rotation) in the
distributor block. Turn rotor in the opposite rotation of magneto until pin engages the gear,
install magneto and gasket on mounting pad of accessory housing and remove timing pin.
Secure tightening bolts finger tight.
3. Connect a standard timing light between engine ground and left magneto condenser
terminal. Switch must be "ON".
4. Turn the complete magneto opposite normal rotation of the magneto on engine mount until
the timing light indicates the contact breaker points are just opening. Secure magneto. Turn
switch "OFF".
5. Turn on the switch of the timing light. Rotate the crankshaft slowly in direction of
normal rotation until engine is in full advance firing position. See Section 72-00-00 for
correct firing position. Ensure timing light indicates contact opening at this point. Adjust
magneto-to-engine timing as necessary.
6. Connect other positive wire of timing light to right magneto condenser terminal and time
the magneto in the same manner as left magneto.
7. Following timing of both magnetos, with timing light wires still connected, recheck
magneto timing as previously described to insure that both magnetos are timed to fire
together. If timing is correct timing light will indicate both magneto contacts are opening
simultaneously at engine full advance firing position. See Section 72-00-00 for correct firing
position. If contacts do not open within limits, adjust magneto-to-engine timing as necessary.
Secure magnetos and remove timing lights.
GlUTION . . . When installing the magneto on the engine, using the available nuts and
clamps, please take the following precautions. Tighten both nuts by hand to finger tightness.
Eghten each nut alternately to 8.3 to 10.0 ft-lbs. Exceeding 10.0 fr.-lbs* may cause the
mountingflange to crack.
For further information on the magnetos and ignition system refer to the applicable
manufacturers instructions.
74-30-02 HARNESS ASSEMBLY I NSTAWON.
Before installing harness on magneto, check mating surfaces for cleanliness. lnstatl and tighten
nuts around plate alternately to seat cover squarely on magneto. Torque screws according to
magneto manufacturers instructions.
The harness assemblies are constructed of a lightweight, flexible, silicone coated cable having
a 400F. temperature rating. Because the harness assemblies are lightweight and flexible, the
following suggestions should be observed when installing the harness on an engine:
A. Support leads with as many clamps and cable ties as are necessary to prevent any
whipping or chafing action.
B. Route leads as far away as possible from exhaust manifdd to insure they are not exposed
to temperatures in excess of 4U0F.
74-00-08 February 1989
C. To prevent sticking of sleeves and to minimize twisting of ferrule, coat insulating sleeves*
and lubricate ferrule shoulders**. Fasten coupling nuts to the proper spark plugs and torque as
specified in Table 11. Tighten elbow assembly nuts to outer ferrule.
*Flurocarbon Spray MS #S122, Miller-Stephenson Chemical Go., Inc.,
16 Sugar Hollow Road, Danbury, Connecticut 06810.
**GoJo No-Lok, Gojer, Inc., Akron, Ohio 44309 or Molykote Type G,
The Alpha Molykote Corp., Stamford, Connecticut 06904.
NOTE . . . Hold ferrules while tightening or loosening spark plug coupling nuts to protect
against twisting conduit or cable.
D. Clamp harness leads as required,
FIGURE 74-30-04. COUPLING NUT TORQUE VALUES.
February 1989 74-00-09
74-50-00 IGNITION TROUBLESHOOTING.
This troubleshooting chart is provided as a guide. Review ail probable causes given, check
other listings of troubles with similar symptoms. Items are presented in sequence of the
approximate ease of checking, not necessarily in order of probability.
Rough Idling
Remove and clean. Adjust to
proper gap. Tighten to specified
Refer to Installation of Magnetos
and Ignition Timing for timing
Shorted condenser. Replace condenser.
Magneto internal timing Install correctly timed magneto.
incorrect or timed for
Weak condenser. Replace condenser.
Rough At Speeds Loose or improperly gapped Tighten to specified torque.
Above Idle Adjust to proper gap.
High tension leak in ignition Check for faulty inspection.
harness.
Weak or burned out condenser Replace points and condenser.
as evidenced by burned or
pitted breaker points.
Sluggish Operation Fouled or dead spark plugs. Clean spark plugs. Replace dead
And/or Excessive spark plugs.
RPM Drop
Improperly gapped spark plugs. Adjust to proper gap.
Magnetos out of time. Refer to Installation of Magnetos
and Ignition Timing for proper
timing procedure.
Damaged magneto breaker Replace points and condenser.
points or condenser.
74-00-1 0 February 1989
CHAPTER 75
A1 R
75-00-00 GENERAL
INTENTIONALLY
LEFT
BLANK
75-00-00 GENERAL
The induction system components include the aircraft filterlalternate air door, turbocharger
compressor, intercoolers, throttle, manifold and cylinder intake ports. Air flows through these
components in the order they are listed.
Refer to Pilot's Operating Handbook for alternate air door operations.
The turbocharger compressor is a high volume air pump connected to the opposite end of the
turbocharger turbine. It increases the pressure of air admitted to the cylinder for combustion.
At high compressor discharge pressures, considerable heating of the induction air occurs, due
to compression.
The intercooler is a heat exchanger which lowers the temperature of the compressor discharge
air to permit more efficient engine and turbocharger operation. The induction air passes
through the core of the intercooler and transfers some of its heat to the cooling fins which
are exposed to the relatively cooler ram air,
The manifold is an air distribution system mounted in several different configurations accord-
ing to engine model. It serves to carry induction air to the individual cylinder intake ports.
The cylinder intake ports are cast into the cylinder head assembly. Air from the manifold is
carried into the intake ports, mixed with fuel from the injector nozzles, and ent&s tti@
cylinder as a combustible mixture when the intake valve opens.
Overboost protection is provided by a pressure relief valve located between the compressor
and the throttle. In the event of a wastegate or controller malfunction resulting in excessive
discharge pressures, the relief valve will open to prevent excessive manifold pressure.
I NTENTIONALLY
LEFT
BLANK
CHAPTER 76
ENGINE CONTROLS
7600- 00 GENERAL
76-00-01 CRUISE CONTROL BY PERFORMANCE CURVE
7600- 02 CRUISE CONTROL BY E.G.T.
76-00-03 PERFORMANCE CHARTS
February 1989 76-00-01
INTENTIONALLY
LEFT
BLANK
76-00-02 February 1989
76-00-00 GENERAL
The curves in this chapter represent uninstalled performance and are provided as a reference
in establishing power conditions for takeoff, climb and cruise operation. Refer to aircraft
manufacturer's flight manual for tabular climb and cruise data.
1
76-00-01 CRUISE CONTROL BY PERFORMANCE CURVE.
1. Set manifold pressure and RPM at cruise power selected.
2. To determine actual horsepower, employ the following procedure:
A. Correct horsepower for inlet air temperature as follows:
(TS = Standard Altitude Temperature)
(1)
Add 1% for each 6' F above TS.
(2) Subtract 1% for each 6' F above TS.
3. These engines are equipped with altitude compensation fuel pumps which automatically
provide the proper full rich mixture at any given altitude. Adjust mixture to lean out fuel
flow for cruise settings according to applicable fuel flow vs. brake horsepower curve.
CAUTION . . . When increasing power, enrich midure, advance RPM and adjust throttle in
that order. WWI reducingpower, retard throttle, then adjust RPM and mixture.
NOTE . . . It may be necessary to make minor readjustments to fuel flow (mixture) after
changing RPM.
1
76-00-02 CRUISE CONTROL BY E.G.T.
If exhaust gas temperature indicator is used as an aid to leaning proceed as follows:
1. Adjust PRM for desired cruise setting.
2. Slowfy move mixture control toward "lean" while observing E.G.T. gage. Note position on
the instrument where the needle 'peaksN or starts to drop as mixture is leaned further.
3. For the maximum recommended cruise setting see Operating Test Limits (72-70).
GlUTION . . . Do not attempt to adjust mixture by use of E.G.T. at setting above 78% of
maximum power. Also, remember that engine power will change with ambient conditions.
Changes in altitude or outside air temperature will require adjustments in manifold pressure
and fie1 flow. (Refer to Charts Fuel Flow Vs. BHP).
Gauge fuel flow should fall between the maximum and minimum values on the curve. If not,
the fuel injection system or instrumentation (including tachometer, manifold pressure, fuel flow
gage or E.G.T. system) should be checked for maladjustments or calibration error.
February 1989 76-00-03
INTENTIONALLY
LEFT
BLANK
76-00-04 February 1989
76-00-03 PERFORMANCE CHARTS
TITLE PAGE
TSl0-520 Sandcast Fuel Injection Fuel Pump Inlet Pressure
. . . . . . . . . . . . . . . . . . . P.S.1 VS % Rated Horsepower 1 1 OF AVGAS
. . . . . . . . . . . . . . Metered Fuel Flow VS Pressure TSIO--520.M.N.P.R. AF
. . . . . . . . . . . Sea Level VS Altitude Performance Curve TSIO-5204 & H
. . . . . . . . . . . . . . . . . Sea Level Performance Curve TSIO-520-C & H
. . . . . . . . . . . . . . . . . Fuel Flow (Lbs./Hr.) VS BHP TSIO-520-C & H
. Sea Level VS Altitude Performance Curve TSIO-520-G . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . Sea Level Performance Curves TSIO-520-G
. . . . . . . . . . . . . . . . . . . Fuel Flow (Lbs./Hr.) VS BHP TSIO-520-G
. . . . . . . . . . . Sea Level VS Altitude Performance Curve TSIO-520-M & R
. Sea Level VS Altitude Performance Curve TSIO-520-M & R . . . . . . . . . .
. Sea Level VS Altitude Performance Curve TSIO-520-M & R . . . . . . . . . .
. Sea Level VS Altitude Performance Curve TSIO-520-M & R . . . . . . . . . .
. . . . . . . . . . . Sea Level VS Altitude Performance Curve TSIO-520-M & R
. . . . . . . . . . . . . . . . . Sea Level Performance Curve TSIO-520-M & R
. . . . . . . . . . . . . * . . Fuel Flow VS Brake Horsepower TSIO-520-M & R
. . . . . . . . . . . . . . . . . . Fuel Flow VS Brake Horsepower TSIO-520-P
. . . . . . . . . . . . . . . . . . . Sea Level Performance Curve TS10-520-P
. . . . . . . . . . . . . . . . . . . Sea Level Performance Curve TS10-520-P
. . . . . . . . . . . . . . . . Altitude Performance At 2700 RPM TSIO-520-P
. . . . . . . . . . . . . . . . Altitude Performance At 2600 RPM TSIO-520-P
. . . . . . . . . . . . . . . . Altitude Performance At 2500 RPM TSIO-520-P
. . . . . . . . . . . . . . . . Altitude Performance At 2400 RPM TSIO-520-P
. . . . . . . . . . . . . . . . Altitude Performance At 2300 RPM TSIO-520-P
. . . . . . . . . . . . . . . . Altitude Performance At 2200 RPM TSIO-520-P
. . . . . . . . . . . . . . . . Altitude Performance At 2100 RPM TSIO-520-P
. . . . . . . . . . . . . . . . Altitude Performance At 2000 RPM TSIO-520-P
. . . . . . . . . . . . . . . . . . . . . . Sea Level Performance TSIO-520-T
. . . . . . . . . . . . . . . . . . . . . . Sea Level Performance TSIO-520-T
. . . . . . . . . . . . . . . . Altitude Performance At 2700 RPM TSIO-520-T
. . . . . . . . . . . . . . . . Altitude Performance At 2600 RPM TSIO-520-T
. . . . . . . . . . . . . . . . Altitude Performance At 2500 RPM TSIO-520-T
. . . . . . . . . . . . . . . . Altitude Performance At 2400 RPM TS10-520-T
. . . . . . . . . . . . . . . . Altitude Performance At 2300 RPM TSIO-520-T
. . . . . . . . . . . . . . . . Altitude Performance At 2200 RPM TSIO-520-T
. . . . . . . . . . . . . . . . . . . . . . . . Fuel fl ow VS BHP TSIO-520-T
. . . . . . . . . Maximum Allowable Manifold Pressure VS Altitude TSIO-520-T
. . . . . . . . . . . . . . . . . . . . Sea Level Performance L/TSIO-520-A
. . . . . . . . . . . . . . . . . Fuel Flow VS Brake Horsepower L/TSIO-520-AE
. . . . . . . . . . . . . . . . . . . . Sea Level Performance L/TSIO-520AE
. . . . . . . . . . . . . . . Altitude Performance At 2400 RPM L/TSIO-520-AE
. . . . . . . . . . . . . . . Altitude Performance At 2300 RPM L/TS10620dE
. . . . . . . . . . . . . . . Altitude Performance At 2200 RPM L/TSIO-520AE
. . . . . . . . . . . . . . . Altitude Performance At 21 00 RPM L/TSIO-520-AE
. . . . . . . . . . . . . . Fuel Flow VS Metered Fuel Pressure L/TSIO-520-AE
. . . . . . . . . . . Fuel Flow VS Pressure Drop L/TS10-520-AE & TS10-520-AF
February 1989 76-00-05
TITLE PAGE
Sea Level Performance Curves TSIO-520-AF . . . . . . . . . . . . . . . . .
Sea Level Performance TSIO-520-AF . . . . . . . . . . . . . . . . . . . . .
. Fuel Flow VS Brake Horsepower TSIO-520-AF . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . Altitude Performance At 2700 RPM TS10-520-AF
Altitude Performance At 2600 RPM TSIO-520-AF . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . Altitude Performance At 2500 RPM TSIO-520-AF
Altitude Performance At 2400 RPM TSIO-520-AF . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . Altitude Performance At 2300 RPM TSIO-520-AF
Altitude Performance At 2200 RPM TSIO-520-AF . . . . . . . . . . . . . . . .
Sea Level Performance Curves TSIO-520-CE . . . . . . . . . . . . . . . . . .
Sea Level Performance Curves TSIO-520-CE . . . . . . . . . . . . . . . . . .
. Fuel Flow VS Brake Horsepower TSIO-520-CE . . . . . . . . . . . . . . . . .
Power Change VS . Altitude TSIO-520-CE . . . . . . . . . . . . . . . . . . .
. Metered Fuel Flow VS Pressure TSIO-520-CE . . . . . . . . . . . . . . . . .
76-00-06 February 1989
TELEDYNE CONTINENTAL MOTORS
ENGINE MODEL
TSIO-520 (Except L)
Idle 2 0 40 60 80 100
%RATED B.H.P.
SEA LEVEL PERFORMANCE ALTITUDE PERFORMANCE
ABS. DRY MANIFOLD PRESSURE IN. HG. PRESSURE ALTITUOE IN THOUSANDS - FEET
1800 2000 2200 2400 2600 2800
ENGINE RPM
SEA LEVEL PERFORMANCE CURVE TSIO-520-C & H.
7600- 1 0 February 1989
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SEA LEVEL PERFORMANCE ALTITUDE PERFORMANCE
AES. DRY MANIFOLD PRESSURE IN. HG
PRESSURE ALTITUDE IN THOUSANDS - FEET
February 1989 76-00-13
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ENGINE RPM
SEA LEVEL PERFORMANCE CURVE TSIO-520-M & R.
76-00-20 February 1989
-
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SEA LEVEL PERFORMANCE CURVE TSIO-5204.
February 1989 76-00-23
ABS. DRY MANIFOLD PRESSURE (IN. HG.)
CRUISE CONTROL BY CHART-TSIO-520-P
To determine actual horsepower, employ the following procedure:
1. Locate the curve for the engine RPM.
2. Locate the desired operating manifold pressure and altitude.
3. Read the horsepower on the left hand side of thecurve.
4. Horsepower corrections for OAT.
a. Add 1 % for each 6OF. below T S.
b. Subtract 1 % for each 6OF. above T S.
(T S = Standard Altitude Temperature
SEA LEVEL PERFORMANCE CURVE TS10-520-P.
76-00-24 February 1989
d
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a
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1. LOCATE MAN. PR. AT KNOWN PR. ALT. AND
8
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4
2. OBTAIN POINT B BY CORRECTING HP AT
I
a
POINT A FOR INLET AIR TEMP. AS FOLLOWS
a. ADD 1% FOR EACH 6OF ABOVE Ts.
2
2
b. SUBTRACT 1% FOR EACH 6OF above Ts.
P
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3
t
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+60
+40
t20
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PRESSURE ALTI TUDE I N THOUSANDS - FEET
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ENGINE RPM
SEA LEVEL PERFORMANCE TSIO-520-T.
February 1989 76-00-33
SEA LEVEL PERFORMANCE TSIO-520-T.
76-00-34 February 1989
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SPEC. FUEL CONS. LBS./BHP/HR. ABS. DRY MAN. PRESS. IN. HG.
- --
BRAKE HORSEPOWER
F
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MANIFOLD PRESSURE - IN. HG.
SEA LEVEL PERFORMANCE L/TSIO-520-AE.
February 1989 76-00-45
ALTITUDE X 1000 FEET
B
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ALTITUDE X 1000 FEET
ALTITUDE X 1000 FEET
M
E
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PRESSURE DROP - PSI
FUEL FLOW VS. PRESSURE DROP L/TSIO-520-AE & TSIO-520-AF.
ENGINE RPM
SEA LEVEL PERFORMANCE CURVES TSIO-520-AF.
76-00-52 February 1989
C ADMP (In. Hg.)
SEA LEVEL PERFORMANCE TSIO-520-AF.
February 1989 76-0653
BRAKE HORSEPOWER
ALTITUDE PERFORMANCE 2700 RPM TSIO-520-AF.
February 1989 76-00-55
ALTITUDE PERFORMANCE 2600 RPM TSIO-520-AF.
76-00-56 February 1989
ALTITUDE PERFORMANCE 2500 RPM TSIO-520-AF.
February 1989 7600-57
ALTITUDE X 1000 FEET
ALTfTUDE PERFORMANCE 2400 RPM TSIO-520-AF.
76-00-58 February 1989
ALTITUDE PERFORMANCE 2300 RPM TSIO-520-AF.
February 1989 76-00-59
ALTITUDE PERFORMANCE 2200 RPM TSIO-520-AF.
76-00-60 Februaf-y 1989
ENGINE RPM
SEA LEVEL PERFORMANCE CURVES TSIO-520-CE.
February 1989 76-00-61
ABS. DRY MANIFOLD PRESSURE IN. HG.
SEA LEVEL PERFORMANCE CURVE TSIO-520-CE.
76-00-62 February 1989
,
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L
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W

V
S
.

B
R
A
K
E

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O
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E
P
O
W
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9
8
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6
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3

POWER CHANGE VS. ALTITUDE TSIO-520-CE.
76-00-64 February 1989
METERED FUEL FLOW VS. PRESSURE
TSIO-520-CE
February 1989 76-00-65
INTENTIONALLY
LEFT
BLANK
76-00-66 February 1989
CHAPTER 77
ENGINE INDICATING
77-00-00 GENERAL
77-10-00 OPERATING LIMITS
77-20-00 ENGINE TROUBLESHOOTlNG CHART
February 1989 77-00-01
INTENTIONALLY
LEFT
BLANK
77-00-02 February 1989
77-00-00 GENERAL
1. The following magnetos equipped with an appropriate harness are eligible on these
engines at the indicated weight change.
Wt. Change
. . . . . . . . . . . One each Bendix S6RN-201 and S6RN-205 None
. . . . . . . . . . One each Bendix S6RN-1201 and S6RN-1205 + 1 Ib.
. . . . . . . . . . . . . . . . . . . . . Two Bendix S6RN-25 + 1 lb.
. . . . . . . . . . . . . Two Slick Electro Model 662 or 680 +2 Ib.
. . . . . . . . . . . . . . . . . . . . Two Bendix S6RN-1225 + 1 lb.
. . . . . . . . . . . . . . Two Slick Electro Model 6210/6220 -3 Ib.
The following spark plugs are approved for use in engines according to the following listing:
ALL MODELS:
Use: TCM 630533,632740,635860,632465,634675,646632,646631,646090,641977,
646089
Auburn 273,283,293
Autolite SL350
Champion RHB32E, RHB32S. R H B ~ ~ S
Smith RSH35-BR/1, RSH35-8R, RSE35-8R/1
ACCESSORIES DRIVE RATIOS TO CRANKSHAFT (Viewing Drive)
Direction Drive Ratio
of to
Accessorv ~otation* Crankshaft
Tachometer CCW .5:1
Magneto CCW 1.5:1
Starter CCW 48: 1
** Propeller Governor CW 1 :1
Fuel Pump (Injection) CW 1:1
Accessory Drives (2) CW 1.5:1
Accessory Drive (Optional)
(637823) CCW 3:1
* 'CW" - Clockwise and " C W - Counterclockwise
** This drive is a modified AND20010 and is supplied with cover plate only.
February 1989 77-00-03
INTENTIONALLY
LEFT
BLANK
77-00-04 February 1989
77-10-00 OPERATING LIMITS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . Rated Max . BHP/RPM 285 @ 2700
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-C 300 @ 2700
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H 285 @ 2700
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-M 31 0 @ 2700
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-P 31 0 @ 2700
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-R 31 0 @ 2700
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-T 31 0 @ 2700
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AE 250 @ 2400
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF 31 0 @ 2700
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-CE 325 @ 2700
Full Throttle Speed RPM
TSIO-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-5204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-5204
TS10620-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AE
TSIO-520-AF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-CE . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .
Idling Speed RPM
TS10-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-M
TSIOQ20-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-5204
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-T
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-CE
Fuel Consumption At Full Throttle (Lbs . / Hr.)
TSIO-5204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-5204
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H
TSIO-520-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-P
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-R
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-T
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF
TSIO-520-CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
February 1989 77-1 0-01
77-10-00 OPERATING LIMITS (Cont'd)
Fuel Pump Pressure At Full Throttle (PSI)
TS10-52QC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-M
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-P
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-R
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-T
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF
TSIO-520-CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Pressure At ldle (PSI)
TSIO-5204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-5204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H
TSIO-520-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-P
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-R
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-T
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-CE
Metered Fuel Pressure At Full Throttle (PSI)
TSIO-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSlO-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H
TSIO-520-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS10620-R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSl0-520-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-AE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-AF
TSIO-520-CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Metered Fuel Pressure At ldle (PSI)
TSIO-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-5204
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSl0-520-H
TS10-520-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-P
TS10-520-R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-AE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-AF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
77-10-02 February 1989
77-10-00 OPERATING LIMITS (Cont'd)
Engine Intake Air Temperature
TSIO-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-M
TSIO-520-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS10-520-R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-T
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-CE
Engine Intake Air Pressure (Max.) H20 (T/C Inlet)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-C
TS10-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS10-520-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSl0620-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS10-520-R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-AE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF
TSIO-520-CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADMP At Max. Rated Power (HG.)
TSIO-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-M
TSIO-520-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-R
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-T
TSIO-520-AE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-AF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TCDP At Max. Rated Power (HG.)
TSl0-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-M
TSIO-520-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-R
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-T
TSIO-520-AE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-AF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-CE
February 1989 77-1 0-03
77-10-00 OPERATING UMITS (Cont'd)
Fuel Grade (Octane) (All Models)
Min . Grade . . . . . . . . . . . . . . . . . . . . . 1 OOLL (Blue) or 100 (Green)
. . . . . . . . . . . . . . Oil Specifications 4Ref to Chapter 9 for Spec . MHS-24 or MHS-25)
All Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . 15W-50
20W-50
Below 50F Ambient Air (Sea Level) . . . . . . . . . . . . . . . . SAE 30 or 10W-30
Above 30F Ambient Air (Sea Level) . . . . . . . . . . . . . . . . . . . SAE 50
Max Oil Consumption (Lb./BHP/Hr. Max . at Rated Power at RPM)
All Models:
. 006 Ibs . x % Power
100
Oil Temperature (Desired Range)
TSlO-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .
77-1 0-04 February 1989
77-10-00 OPERATING LIMITS (Cont'd)
Oil Temperature (Max.)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-C
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-G
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-M
TSIO-520-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-R
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-T
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-CE
Oil Pressure At Full Throttle (PSI) Oil Temperature 1 7!j0-1850F
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-C
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-G
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-M
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-P
. . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-R ... .
TS10-520-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF
TS10.520.CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pressure At Idle (PSI Min.) (Oil Temperature 1 30F-1 40F)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-C
TS10-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-H
. . . . . . . . . . . . . . . . . . . . . . . . . . . . TSlO-520-M
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-P
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-R
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-T
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TS10-520-AE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TSIO-520-CE
Ignition Timing (BTC)
Left Mag .
. . . . . . . . . . . . . . . . . . . . . . . TS10-520-C 19'-21'
. . . . . . . . . . . . . . . . . . . . . . . TSIO-520-G 21 '-23'
. . . . . . . . . . . . . . . . . . . . . . . TS10-520-H 19'-21'
. . . . . . . . . . . . . . . . . . . . . . . TS10-520-M 21'-23'
. . . . . . . . . . . . . . . . . . . . . . . TSIO-520-P 21 '-22'
. . . . . . . . . . . . . . . . . . . . . . . TSIO-5204 21 '-23'
. . . . . . . . . . . . . . . . . . . . . . . TSIO-520-T 21 '-23'
. . . . . . . . . . . . . . . . . . . . . . . TSI 0-520-AE 1 9'-2 1 '
. . . . . . . . . . . . . . . . . . . . . . . TSIO-520-AF 21 '-23'
. . . . . . . . . . . . . . . . . . . . . . . TS10-520-CE 19'-21 '
Right Mag .
19'-21 '
21 '-23'
19'-21 '
21 '-23'
21 '-22'
2 1 '-23'
2 1 '-23'
19'-21'
21 '-23'
19'-21'
February 1989 77-10-05
77-10-00 OPERATING LIMITS (Cont'd)
Magneto Spread (At 2100 RPM) Maximum
TSIO-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSlO-520-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-5204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO.520.AE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-AF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Head Temperature (Max.) (With Bayonet Thermocouple)
TS10-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS10620-G
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a
TSIO-5204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS10-520-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS10620.AE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS10-520-AF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crankcase Pressure (Max.) H20
TSIO-520-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-5204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS10-520-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-AE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSIO-520-AF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TS1062O.CE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
77-1 0-06 February 1989
77-20-00 ENGINE TROUBLESHOOTING
This troubleshooting chart is provided as a guide. Review all probable causes given, check
other listings of troubles with similar symptoms. Items are presented in sequence of the
approximate ease of checking, not necessarily in order of probability.
Engine Will Not Run At
At Idling Speed
Rough Idling
February 1989 77-20-01
Engine Will Not Start
Fill with correct grade fuel.
Improper starting procedure. Refer to Pilot's Checklist for
starting procedures and check
for performance of each item.
Cylinder overprimed. Engine Place mixture levers in IDLE
CUT-OFF position. Open throttle
wide. Turn engine over several
revolutions to clear cylinders.
Induction system leak. Tighten or replace loose or
damaged hose connection.
Excessive starter slippage. Replace starter adapter.
Fuel system malfunction. Isolate cause and correct. (See
Troubleshooting the Fuel
Ignition system malfunction. Isolate cause and correct.
Manifold valve vent
obstruction.
Propeller levers set in high
pitch (DECREASE RPM).
Fuel injection system im-
properly adjusted.
Air leak in intake manifold.
Fuel injection system im-
properly adjusted.
Mixture levers set for im-
proper mixture.
Fouled spark plugs.
(See Troubleshooting the
Ignition System.)
Repair or replace manifold valve.
Use low pitch (INCREASE RPM)
position for all ground operations.
See Troubleshooting the Fuel
Injection System.
Tighten loose connection or
replace damaged part.
See Troubleshooting the Fuel
Injection System.
Use FULL RICH position for all
ground operation, except high
altitude airports.
Remove and clean. Adjust gaps.
77-20-00 ENGINE TROUBLESHOOTING (Continued)
Engine Runs To Lean
At Cruising Power
77-20-02 February 1989
and clean oil filter at more
Burned or warped exhaust
valves, worn seat, scored.
Improper manual leaning Refer to Chapter 76 for proper
Fuel flow reading too low. Check fuel strainer for clogging.
Fuel injection malfunction. See Troubleshooting the Fuel
Engine Runs To Rich At Restriction in air intake Check passages and remove
At Cruising Power
Engine Runs Too Lean Or Fuel injection malfunction. See Troubleshooting the Fuel
Too Rich At Throttle Setting
Other Than Cruise
Continuous Fouling Of
Spark Plugs
Engine Runs Rough At
High Speed
Continuous Missing At
High Speed
Piston rings excessively worn
broken.
Piston rings are not seated.
Loose mounting bolts or
damaged mount pads.
Plugged fuel noule.
Propeller out of balance.
Ignition system malfunction.
Broken valve spring.
Plugged fuel noule.
Hydraulic lifter dirty or worn.
Burned or warped valve.
Replace rings. Replace cylinder
if damaged.
Hone cylinder walls, replace rings.
Tighten mounting bolts. Replace
mounting pads.
Clean.
Remove and repair.
See Troubleshooting the
lgnition System.
Replace.
Clean.
Remove and clean or replace
hydraulic lifter.
Remove and clean or replace.
77-20-00 ENGINE TROUBLESHOOTING (Continued)
High Cylinder Head
Temperature
Oil Leaks
February 1989 7'7-2Q-03
Throttle Controls).
Restrictions in air intake
Ignition system malfunction.
Fuel injection malfunction. See Troubleshooting the
Fuel Injection System.
Valve seats worn and leaking. Borescope cyiinders and
Piston rings worn or stuck in check compression.
Low octane fuel. Drain tanks and replace with
Correct grade of fuel.
Lean fuel/air mixture due to
improper manual leaning
procedure.
Cylinder baffles loose or bent. I
Dirt between cylinder fins.
Excessive carbon deposits in
cylinder head and on pistons.
Magnetos out of time. No
appreciable drop detected
during pre-flight check.
Magneto distributor block
contamination.
Exhaust system gas leakage.
Exhaust valve leaking.
At front of engine; damaged
crankshaft oil seal.
Around propeller mounting
flange: damaged hub O-ring
seal.
See "C0RRECTION"under "Engine
run too lean at cruising
power."
Check and correct.
Clean thoroughly.
Check ignition and fuel in-
jection system.
Re-time, internally and
externally.
Disassemble and repair as
required or replace magneto.
Locate and correct.
Repair cylinder.
Replace.
Replace.
77-20-00 ENGINE TROUBLESHOOTING (Continued)
77-20-04 February 1989
Oil Leaks (cont'd) Tighten or replace
Low Compression Piston rings excessively worn.
Valve faces and seat worn.
Excessively worn cylinder Replace cylinder, piston and rings.
Slow Engine Acceleration Mixture too rich. Momentarily pull mixture control
On A Hot Day back until engine acceleration
picks up, then set proper mixture.
Pull mixture control back to where
the engine operates the smoothest
Or Higher.
Adjust m'octure per Chapter 76.
Elevation Of 3500 Feet Or
Higher
Engine Will Not Stop At
Idle Cut-Off
High Engine Idle Pressure
Impossible To Obtain
Erratic Engine Operation
Climbing to Altitudes Above
12,000 Feet, Engine Quits
When Power Reduced.
Low Fuel Pressure
Fuel manifold valve not
seating tightly.
Fuel manifold valve sticking
closed.
Fuel manifold valve vent
obstruction.
Fuel manifold valve sticking,
or not free.
Fuel vaporization.
Restricted flow to fuel
metering valve.
Repair or replace manifold valve.
Repair or replace manifold valve.
Repair or replace manifold valve.
Repair or replace manifold valve.
Operate fuel boost pump according
to aircraft manufacturer's
instructions. See fuel flow per
Chapter 76.
Check mixture control for full
travel. Check for restrictions
in fuel filters and lines, adjust
control and clean filter. Replace
damaged parts.
77-20-00 ENGINE TROUBLESHOOTING (Continued)
High Fuel Pressure
Low Oil Pressure On
Engine Gage
February 1989 77-20-05
and for possible contact with
cooling shroud. Adjust as required
to obtain correct operation.
Incorrect fuel injector pump Check and adjust using appropriate
adjustment and operation. equipment. Replace malfunctioning
Restricted flow beyond fuel Check for restricted fuel nozzles
or fuel manifold valve. Clean or
replace nozzles. Replace mal-
functioning fuel manifold valve.
Malfunctioning relief valve Replace fuel injector pump.
operation in fuel injector.
Restricted re-circulation
passage in fuel injector pump.
Fluctuating Fuel Pressure Vapor in fuel system, ex-
cessive fuel temperature.
Fuel gage line leak or air in
gage line.
Restrictions in vapor
separator vent.
Insufficient oil in oil sump
oil dilution or using improper
grade oil for prevailing
ambient temperature.
High oil temperature.
Leaking, damaged or loose oil
line connections - Restricted
screen or filter.
Normally, operating the auxiliary
pump will clear system. Operate
auxiliary pump and purge system.
Drain gage line and tighten
connections.
Check for restrictions in ejector
jet of vapor separator cover. Clean
jet with solvent (oniy). Do Not Use
Wire as Probe. Replace malfunctioning
parts.
Add oil, or oil change oil to proper
viscosity.
Malfunctioning oil temperature
control valve in oil cooler; oil
cooler restriction. Replace valve
or clean oil cooler.
Check for restricted lines and loose
connections, and for partially clogged
oil filter or screens. Clean parts,
tighten connections, replace
matfunctioning parts.
77-20-00 ENGINE TROUBLESHOOTING (Continued)
TROUBLE I PROBABLE CAUSE
Engine Runs Rough
At Speeds
Above ldle
Improper fuel-air mixture.
Engine Lacks Power,
Reduction In Maximum
Engine Lacks Power,
Reduction tn Maximum
Manifold Pressure
Engine Has Poor
Acceleration
Restricted fuel node.
Ignition system and spark
plugs malfunctioning.
Incorrectly adjusted throttle
control, "sticky* linkage or
dirty air cleaner.
Loose or damaged intake
manifolds.
I Fuel nozzles malfunctioning.
ldle mixture too lean.
Incorrect fuel-air mixture,
worn control linkage, or
restricted air cleaner.
Malfunctioning ignition
system.
CORRECTION
Check manifold connections for
leaks. tighten loose connections.
Check fuel contrd and linkage
for settings and adjustment.
Check fuel filters and screens
for dirt. Check for proper pump
pressure, and replace pump if
malfunctioning.
Remove and clean all nozzles.
Clean and regap spark plugs.
Check ignition cables for wear.
Replace malfunctioning components.
Check movement of linkage by
contrd from idle to full
throttle. Make proper adjustments
and replace worn components.
Service air cleaner.
lnspect spark plugs for fouled
electrodes, heavy carbon deposits,
erosion of electrodes, improperly
adjusted electrode gaps, and
cracked porcelains. Test plugs for
regular firing under pressure.
Replace damaged or misfiring plugs.
Spark plug gap to be 0.015 to
0.019 inch.
lnspect entire manifold system for
possible leakage at connections.
Replace damaged components, tighten
all connections and clamps.
Check for restricted node and
lines and clean or replace as
necessary.
Readjust idle mixture.
Tighten loose connections, replace
worn elements of linkage, service air
cleaner.
Check accessible cables and
connections. Replace malfunctioning
spark plugs.
77-20-06 February 1989
CHAPTER 78
EXHAUST
78-00-00 GENERAL
78-1 0-00 EXHAUST SYSTEM
78-2040 EXHAUST SYSTEM TROUBLESHOOTING CHART
February 1989 78-00-01
INTENTIONALLY
LEFT
BLANK
78-00-02 February 1989
78-0040 GENERAL
Exhaust systems for the TSIO-520-C,G,H,M,P,R,AE,AF, and CE, are supplied by the aircraft
manufacturer. The exhaust system that will be discussed in this manual is that for TSIO-520-T
which is supplied by Teledyne Continental Motors. The exhaust system consists of an exhaust
collector, four elbow risers, two tee risers, various tubes, couplings, turbocharger mounting
flange, turbocharger and wastegate. The collector assembly routes exhaust flow to the turbo-
charger turbine which drives the compressor section for compressed intake air. Turbine RPM is
determined by the amount of incoming exhaust flow which is adjusted by the wastegate. Oil
pressure for the turbocharger system is engine supplied.
February 1989 78-00-03
INTENTIONALLY
LEFT
BLANK
78-00-04 February 1989
78-1 0-00 EXHAUST SYSTEM
TSlO-520-T
The exhaust system used on the TSIO-520-T engines consists of a left-hand and right-hand
exhaust collector assembly which is composed of: elbow risers on cylinders 1, 5, 2, 6, tee
risers on cylinders 4, 3, turbocharger, tail pipe and wastegate. The exhaust collector assembly
is mounted to the cylinders, and turbocharger. The complete exhaust system is provided by
Teledyne Continental Motors.
Turbocharger
Temperature
. . . . . . . . . . . . . . . . . . . . . . . . . Continuous 1650
. . . . . . . . . . . . . . . . . . . Peak -30 Second Limit 1 750
. . . Exhaust Pressure at Turbine Outlet Inches Hg. Gage 2.0 In. Hg.
Above Ambient
Max. Speed RPM (at Max. T.I.T.) - 1650 . . . . . . . . . . . N/A
February 1989 78-10-01
INTENTIONALLY
LEFT
BLANK
78- 10-02 February 1989
78-20-00 EXHAUST SYSTEM TROUBLESHOOTING
This troubleshooting chart is provided as a guide. Review all probable causes given, check
other listings of troubles with similar symptoms. Items are presented in sequence of the
approximate ease of checking, not necessarily in order of probability.
Engine Lacks Power,
Reduction in Maximum
wastegate valve, refer to the
Manifold Pressure of airframe service manual.
Critical Altitude
Loose or damaged exhaust Inspect entire exhaust system to
turbocharger for cracks and leaking
connections. Tighten connections
and replace damaged parts.
Malfunctioning turbocharger. Check for unusual noise in turbo-
charger. If malfunction is
suspected remove exhaust and/or
air inlet connections and check
rotor assembly for possible rubbing
in housing, damaged rotor or mal-
functioning bearings. Replace turbo-
charger if damage is noted.
Exhaust system gas leakage. Inspect exhaust system for gas
leakage, gaskets at cylinder exhaust
ports, flexible bellows, gaskets at
turbine inlet flanges, etc., and
White Smoke Exhaust Turbo coking, oil forced Clean or change turbocharger.
though seal turbine housing.
February 1989 78-20-01
INTENTIONALLY
LEFT
BLANK
78-28-02 February 1989
CHAPTER 79
OIL
79-00-00 GENERAL
79-10-00 APPROVED OIL PRODUCTS
79-20-00 OIL SYSTEM TROUBLESHOOTING CHART
February $989 79-00-01
INTENTIONALLY
LEFT
BLANK
79-00-02 February 1989
79-00-00 GENERAL
The marketers of the aviation lubricating oils listed below have supplied data to Teledyne
Continental Motors indicating their products conform to all requirements of TCM Specification
MHS-24 or MHS-25, Lubricating Oil, Ashless Dispersant.
In listing the product names, TCM makes no claim or verification of marketer's statements or
claims. Listing is made in alphabetical order and is provided only for the convenience of the
user.
February 1989 79-00-03
INTENTIONALLY
LEFT
BLANK
79-00-04 February 1989
79-10-00 APPROVED OIL PRODUCTS
Supplier Brand
MHS-25
Mobil Oil Company
MHS-24D
BP Oil Corporation
Castrol Limited (Australia)
Chevron U.S.A., Inc.
Continental Oil
Delta Petroleum Company
Exxon Company, U.S.A.
Gulf Oil Company
Mobil Oil Company
Mobil Oil Company
Pennzoil Company
Phillips Petroleum Company
Phillips Petroleum Company
Quaker State Oil & Refining Co.
Turbo Resources Limited (Canada)
Shell Canada Limited
Shell Oil Company
Shell Australia
Sinclair Oil Company
Texaco, lnc.
Union Oil Company of California
Mobil AVI
BP Aero Oil
Castrolaero AD Oil
Chevron Aero Oil
Conco Aero S
Delta Avoil Oil
Exxon Aviation Oil EE
Gulfpride Aviation AD
Mobil Aero Oil
Mobil Aero Super Oil SAE 20W-50
Pennzoil Aircraft Engine Oil
Phillips 66 Aviation Oil, Type A
*X/C Aviation Multiviscosity Oil
SAE 20W-50, SAE 20W-60
Quaker State AD Aviation Engine Oil
Red Ram 20W-50 Aviation Motor Oil
Aeroshell Oil W. Aeroshell Oil W 15W-50
Aeroshell Oil W. Aeroshell Oil W 15W-50
Aeroshell Oil W. Aeroshell Oil W 15W-50
(with additive)
Sinclair Avoil
Texaco Aircraft Engine Oil- Premium AD
Union Aricraft Engine Oil HD
*NOTE. . . This does not include X/C Aviation Oil.
NOTE. . . The operator using an oil service is reminded that an oil analysis does not reveal
all abnormal engine conditions. It should not be used as a replacement or substitute for
routine maintenance and inspection procedures recommended in the Operator's Manual, Service
Bulletins, or other directives. For further information, see TCM Service Bulletin M816 or
current revisions as applicable.
February 1989 79-1 0-0 1
INTENTIONALLY
LEFT
BLANK
79-11 0-02 February 1989
79-20-00 LUBRICATION SYSTEM TROUBLESHOOTING
This troubleshooting chart is provided as a guide. Review all probable causes given, check
other listings of troubles with similar symptoms. Items are presented in sequence of the
approximate ease of checking, not necessarily in order of probability.
High Oil Temperature
lndication
Low Oil Pressure
Indication
Low oil supply. Replenish.
I Cooler air passages clogged. 1 Clean thoroughly.
Cooler core plugged. Remove cooler and flush
thoroughly.
Thermostat damaged or held Remove, clean valve and seat.
open by solid matter. If still inoperative, replace.
Oil viscosity too high.
Prolonged ground operation.
Drain and refill with correct seasonal
weight. (See Chapt. 2)
Limited ground operation to a
minimum.
Malfunctioning gage or bulb
unit.
Check wiring. Check bulb unit. Check
gage. Replace malfunctioning parts.
Low oil supply. Oil viscosity
too low.
Replenish. Drain and refill with
correct seasonal weight. (See Sec. 2)
Foam in oil due to presence
of alkaline solids in system.
Drain and refill with fresh oil. (It
may be necessary to flush cooler core
if presence of alkaline solids is due
to previous cleaning with alkaline
materials).
I
Malfunctioning pressure pump. Replace pump.
Malfunctioning pressure gage.
Clogged filter or strainer. Clean strainer or replace oil
Check gage. Clean plumbing.
Replace if required.
Weak or broken oil pressure
relief valve spring.
February 1989 79-20-01
Replace spring. Adjust pressure
to 30-60 psi by adjusting screw.
INTENTIONALLY
LEFT
BLANK
79-20-02 February 1989
CHAPTER 80
STARTING
GENERAL
Prestarting
Starting
Ground Warm-Up
Pre-takeoff Check
Flooded Engine
Cold Weather Operation
Preheating
Hot Weather Operation
Ground Operation At High
Altitude Airports
February 1989 80-00-01
INTENTIONALLY
LEFT
BLANK
80-00-02 February 1989
80-00-00 GENERAL
The life of your engine is determined by the care it receives. Follow the instructions con-
tained in this manual carefully.
The engine received a run-in operation before leaving the factory. Therefore, no break-in
schedule is required. Straight mineral oil (MIL-C-6529 Type II) should be used for the first oil
change period (25 hours).
The minimum grade aviation fuel for this engine is lOOLL (Blue) or 100 (Green). If the
minimum grade required is not available, use a higher rating. Never use a lower rated fuel.
WARNING . . . The use of a lower octane rated fuel can cause pre-ignition and/or detonation
which can damage an engine the first time high power is applied, possibly causing engine
failure. This would most likely occur on takeoff. If the aircraft is inadvertently serviced with
the wrong grade of fuel, then the fuel must be completely drained and the tank properly
serviced, prior to engine operation.
C4UIION . . . Eais section pertains to operation under standard environmental conditions. 17te
pilot shotrld thoroughly f a mi l i d hilitself with abnormal environmental conditions. Whenever
such abnomal conditions are encouutered or anticipated the procedures and techniques for
normal operation should be tailored accordi~tgly. For example, if the aircrafr is to be tem-
porarily operated in edreme cold or hot weatlzer, consideration should be given to an early oil
change and/or routine inspection serviciltg.
NOTE . . . The following checklists are general in nature, since the various airframe/power-
plant combinations are not necessarily the same setup and layout. Consult your own pilot's
operating handbook for the specific challenge and response checklists required for your
aircraft.
Before each flight the engine and propeller must be examined for damage, oil leaks, security
and proper servicing.
1. Place the ignition switch to the 'OFF" position.
2. Operate all controls and check for binding and full range of travel.
3. Assure that fuel tanks contain proper type and quantity of fuel. (100LL-Blue or 100-
Green).
4. Drain a quantity of fuel from all sumps and strainers into a clean container. If water or
foreign matter is noted, continued draining until only clean fuel appears.
5. Check oil level in sump.
6. Check cowting for security.
February 1989 80-00-03
80-00-02 STARTING
1. Fuel Selector - ON, appropriate tank.
2. Propeller Control - HIGH RPM.
3. Mixture Control - FULL RICH.
4. Battery Switch - ON.
Before each Right the engine and propeller MUST be examined for damage, oil leaks, security
and proper servicing.
5. Throttle - FULL OPEN.
6. Boost Pumps or Primer - ON, 2 to 3 seconds.
WARNING.. . Inadvertent overpriming can lead to a cylinder hydrostatic lock.
7. Throttle - 1 /2 INCH OPEN.
8. Magneto/Start Switch - START position.
Release the Magneto/Start Switch to BOTH position as soon as the engine starts.
CAUTION . . . Do not engage the starter when the engine is running, as this will damage the
starter. Do not crank for longer than thirty seconb at a time, as this may cause the starter
motor to overheat. If the engine does not start afer thirty seconds of crmtking allow a 3 to
5 minute coolirtg period before attempting to restart.
CAUTION . . . I f engine kicb back when starting, DO NOT attempt to start. The ignition ,,
starting system is inoperative and must be repaired before damaging starter adapter assembly.
9. Throttle -1 000 to 1500 RPM.
10. Oil Pressure - ABOVE 30 POUNDS WITHIN 30 SECONDS.
11. Alternator Switch - ON.
12. Use the same procedure to start other engine, if operating a twin engine installation.
8045-03 GROUND WARM-UP
Teledyne Continental aircraft engines are aircooled and are dependent on the forward speed of
the aircraft for cooling. To prevent overheating, it is important that the following rules be
observed.
1. Head the aircraft into the wind.
2. Operate the engine on the ground with the propeller in "Full Increase" RPM position.
3. Avoid prolonged idling at low RPM. Fouled spark plugs can result from this practice.
4. Leave mixture in "Full Rich. (See "Ground Operation at High Altitude Airports", Section
80-00-09 for exceptions).
5. Warm-up - 900-1000 RPM.
80-00-04 February 1989
80UO-04 PRE-TAKEOFF CHECK
1. Maintain engine speed at approximately 900 to 1000 RPM for at least one minute in warm
weather, and as required during cold weather, to prevent cavitation in the oil pump and to
assure adequate lubrication.
2. Advance throttle slowly until tachometer indicates an engine speed of approximately 1200
RPM. Allow additional warm-up time at this speed depending on ambient temperature. This
time may be used for taxiing to takeoff position. The minimum allowable oil temperature for
run-up is 75OF.
CAUTTON . . . Do not operate the engine at run-up speed unless oil temperature is 750F.
minimum and oil pressure is within specified limits of 30-60 PSI.
3. Perform all ground operations with cowling flaps, (if installed), full open, with mixture
control in "FUU RICH' position, dependent on field elevation, and propeller control set for
maximum RPM (except for brief testing of propeller governor).
4. Restrict ground operations to the time necessary for warm-up and testing.
5. Increase engine speed 1700 RPM only long enough to perform the following checks:
A. Magnetos: With both magnetos "ON", position the right magneto switch "OFF and note
engine RPM; now back to both magnetos "ON" to clear the spark plugs. Then position the left
magneto switch "OFF" and note engine RPM. Now return switch to both magnetos "ON. The
difference between the two maximum drop for either magneto of I 50 RPM. Observe engine for
excessive roughness during this check.
If no drop in RPM is observed when operating on either magneto alone, switch circuit should
be inspected.
WARNING . . . Absence of RPM drop when checking magnetos may indicate a malfunction in
the ignition circuit. This type of malfunction should be corrected prior to continued operation
of the engine. Should the propeller be moved by hand (as during preflight) the engine may
start and cause injury to personnel.
GlUIION . . . Do not underestimate the importance of pre-takeoff magneto check When
operating on single ignition, some RPM drop and slight engine roughness as each magneto is
switched off. Absence of a magneto drop may be indicative of an open switch circuit or an
improperly timed magneto. A drop in RPM that exceea3 150 may indicate a fmtlty magneto or
fouled spark plugs.
Minor spark plug fouling can ususally be cleared as follows:
(1) Magnetos - Both On.
(2) Throttle - 2200 RPM.
(3)
Mixture - Move toward idle cutoff until RPM peaks and hold for ten seconds. Return
mixture to full rich.
(4) Magnetos Recheck.
If engine is not operating within specified limits, it should be inspected and repaired prior to
continued operational service.
February 1989 80-00-05
Avoid prolonged single magneto operation to preclude fouling of the spark plugs.
B. Check throttle and propeller operation.
Move propeller governor control toward low RPM position and observe tachometer. Engine
speed should decrease to minimum governing speed (200-300 RPM drop). Return governor
control to high speed position. Repeat this procedure two or three times to circulate warm oil
into the propeller hub.
Where applicable move propeller control to "Feather" position. Observe for 300 RPM drop
below minimum governing RPM, then return control to "Full Increaseu RPM position.
C4UTION . . . Do not operate the engine at a speed in excess of 2000 RPM longer than
necessary to test operation and observe engine instruments. Proper engine cooling depenk
upon forward speed of the aircraft. Discontinue testing if temperature or pressure limits are
approached
1. Instrument indications.
A. Oil Prssure: The oil pressure relief valve will maintain pressure within the specified
limits if the oil temperature is within the specified limits and if the engine is not excessively
worn or dirty. Fluctuating or low pressure may be due to dirt in the oil pressure relief valve
or congealed oil in the system. This should be corrected prior to continued operation of the
engine.
B. Oil Tempeatures: The oil cooler and oil temperature control valve will maintain oil
temperature within the specified range unless the cooler oil passages or air channels are
blocked, leading to rapid wear of moving parts in the engine.
C. Cylinder Head Temperature: Any temperature in excess of the specified limit may cause
cylinder or piston damage. Proper cooling of cylinders depends on cylinder baffels being
properly positioned on the cylinder heads and barrels, and other joints in the pressure
compartment being tight to force air between the cylinder fins. Proper cooling also depends on
operating practices. Fuel and air mixture ratio will affect cylinder temperature. Excessively
lean mixture causes overheating even when the coding system is in good condition. High
power and low air speed, or any slow speed flight operation, may cause overheating by
reducing the cooling air flow. The engine depends on the ram air flow developed by the
forward motion of the aircraft for proper cooling.
D. Battery Charging: The ammeter should indicate a negative charging rate while the engine
is being started. The ammeter reading should return to the posbive side as soon as the engine
starts and RPM increases. A low charging rate is norrnal after the initial recharging of
battery. A zero reading or negative reading with electrical load may indicate a malfunction in
the alternator or regulator system.
80-00-05 FLOODED ENGINE
1. Mixture Control - IDLE CUT-OFF.
2. Throttle - 1 /2 OPEN.
3. MagnetoIStart Switch - START.
4. As the engine starts, return the' MagnetoIStart switch to BOTH. Retard the throttle and
slowiy advance the mixture control to FULL RICH position.
80-00-06 February 1989
80-00-06 COU3 WEATHER OPERATION. (Ambient Temperature Below Freezing)
NOTE . . . Prior to operation and/or storage in cold weather assure engine oil viscosity is
SAE 30, 10W30, 15W50 or 20W50. In the event of temporary cold weather operation not
justifying an oil change to SAE 30, consideration should be given to hangaring the aircraft
between flights.
Engine starting during extreme cold weather is generally more difficult than during warm
weater conditions. Cold soaking causes the oil to become thicker (more viscous), making it
more difficult for the starter to crank the engine. This results in a slow cranking speed and
an abnormal drain on the battery capacity. At low temperatures, gasoline does not vaporize
readily, further complicating the starting problem.
Caution. . . During cold weather operation fuel vaporization characteristics are poor.
Mismanagement of the auxiiary fuel pump or overpriming of the engine could lead to cylinder
hydro-static lock.
False starting (failure to continue running after starting) often results in the formation of
moisture on the spark plugs due to condensation. This moisture can freeze and must be
eliminated either by applying heat to the engine or removing and cleaning the spark plugs.
80-00-07 PREHEATING
The use of preheat and auxiliary power unit (APU) will facilitate starting during cold weather
and is recommended when the engine has been cold soaked at temperatures of 25OF. and below
in excess of 2 hours. Successful starts without these aids can be expected at temperatures
below normal, provided the engine is in good condition and the ignition and fuel systems are
properly maintained.
The following procedures are recommended for preheating, starting, warm-up, run-up and
takeoff.
1. Select a high volume hot air heater. Small electric heaters which are inserted into the
cowling opening do not appreciably warm the oil and may result in superficial preheating.
WARNING . . . Superficial application of preheat to a cold-soaked engine can =use damage to
the engine.
A minimum of preheat application may warm the engine enough to permit starting but will not
de-congeal oil in the sump, lines, cooler, filter, etc. Congealed oil in such lines may require
considerable preheat. The engine may start and apparently run satisfactorily, but can be
damaged from lack of lubrication due to congealed oil in various parts of the system. The
amount of damage will vary and may not become evident for many hours. On the other hand,
the engine may be severely damaged and could fail shortly following application of high power.
Proper procedures require thorough application of preheat to all parts of the engine. Hot air
should be applied directly to the oil sump and external oil lines as well as the cylinders, air
intake and oil cooler. Excessive hot air can damage nonmetallic components such as seals,
hoses and driie belts, so do not attempt to hasten the preheat process.
Before starting is attempted, turn the engine by hand or starter until it rotates freely. After
starting, observe carefully for high or low oil pressure and continue the warm-up until the
engine operates smoothly and all controls can be moved freely. Do not close the cowl flaps to
facilitate warm-up as hot spots may develop and damage ignition wiring and other components.
February 1989 80-00-07
2. Hot air should be applied primarily to the oil sump and filter area. The oil drain plug
door or panel may provide access to these areas. Continue to apply heat for 15 to 30 minutes
and turn the propeller, by hand, through 6 or 8 revolutions at 5 to 10 minute intervals.
3. Periodically feel the top of the engine, and when some warmth is noted, apply heat
directly to the upper portion of the engine for approximately f ~ e minutes. This will provide
sufficient heating of the cylinders and fuel lines to promote better vaporization for starting.
If enough heater hoses are available, continue heating the sump area. Otherwise, it will suffice
to transfer the source of heat from the sump to the upper part of the engine.
4. Start the engine immediately after completion of the preheating process. Since the engine
will be warm, use normal starting procedure.
NOTE. . . Since the oil in the oil pressure gage line may be congealed, as much as 60 seconds
may elapse before oil pressure is indicated. If oil pressure is not indicated within one minute,
shut the engine down and determine the cause.
5. Operate the engine at 1000 RPM until some oil temperature is indicated. Monitor oil
pressure closely during this time and be alert for a sudden increase or decrease. Retard
throttle, if necessary to maintain oil pressure below 100 psi. If oil pressure drops suddenly to
less than 30 psi, shut down the engine and inspect the lubrication system. If no damage or
leaks are noted, preheat the engine for an additional 10 to 15 minutes before restarting.
6. Before takeoff, run up the engine to 1700 RPM. If necessary approach this RPM in
increments to prevent oil pressure from exceeding 100 psi.
At 1700 RPM, adjust the propeller control to Full Decrease RPM until minimum governing RPM
is observed, then return the control to Full Increase RPM. Repeat this procedure three or four
times to circulate warm oil into the propeller dome. If the aircraft manufacturer recommends
checking the propeller feathering system, move the control to the Feather position, but do not
allow the RPM to drop more than 300 RPM below minimum governing speed.
NOTE . . . Continually monitor oil pressure during run-up.
7. Check magnetos in the normal manner.
8. When the oil temperature has reached 100F. and oil pressure does not exceed 80 p.s.i. at
1700 RPM, the engine has been warmed sufficiently to accept full rated power.
GWi TON. . . Do not close the cowl flaps in an attempt to hasten engine wm- up.
NOTE . . . Fuel flow will probably be on the high limit; however, this is normal and desirable
since the engine will be developing more horsepower at substandard ambient temperatures.
If preheat is not used, employ the same start procedures for a normal start, except:
1. At temperatures below +20F., continue priming while cranking until engine starts.
2. When engine starts and accelerates thru 500 RPM, release Starter.
3. Advance throttle slowly to obtain smooth engine operation.
4. Release primer.
5. Auxiliary Fuel Pump on low as necessary to obtain smooth engine operation.
80-00-08 February 1989
6. Oil Pressure - Check. If none noted within 30 seconds, shut down engine and investigate.
Observe oil pressure for indication and warm-up engine at 1000 RPM. Ground operation and
run-up require no special techniques other than warming the engine sufficiently to maintain
oil temperature and oil pressure within limits when full RPM is applied.
NOTE . . . Before applying power for takeoff, assure that oil pressure, oil temperature and
cylinder head temperature are well within the normal operating range. When full power is
applied for takeoff, assure that oil pressure is within limits and steady.
Any of the following engine conditions should be cause for concern, and are justification to
discontinue the takeoff.
1. Low, high or surging RPM.
2. Fuel flow excessively high or low,
3. Any oil pressure indication other than steady within limits.
4. Engine roughness.
80-00-08 HOT WEATHER OPERATION (Ambient Temperature in Excess of 90F.)
C 4 WO N . . . Waen operating in hot weather areas, be alert for higher than nomal levels of
dust, dirt or sand in the air. Inspect air filters frequently and be prepared to clean or replace
them if necessary. Weather conditions can l@ wa g i n g levels of dust and sand high above
the ground If the aircraj? is flown through such conditions, an oil change is recommended as
soon as possible. Do not intentionally operate the engine in dust and/or sand storms. The use
of dust covers on the cowling will afford additional protection for a parked aircrajt.
Flight operation during hot weather usually presents no problem since ambient temperatures at
flight altitudes are seldom high enough to overcome the cooling system used in modem
aircraft design. There are, however, three areas of hot weather operation which will require
special attention on the part of the operator. These are: (1)Starting a hot engine (2) Ground
operation under high ambient temperature conditions and (3)Takeoff and initial clirnbout.
1. STARTING A HOT ENGINE. After an engine is shutdown, the temperature of its various
components will begin stabilize; that is, the hotter parts such as cylinders and oil will cool,
while other parts will begin to heat up due to lack of air flow, heat conduction, and heat
radiation from those parts of the engine which are cooling. At some time period following
engine shutdown the entire unit will stabilize near the ambient temperature. This time period
will be determined by temperature and wind conditions and may be as much as several hours.
This heat soaking is generally at the extreme from 30 minutes to one hour following
shutdown. During this time, the fuel system will heat causing the fuel in the pump and lines
to "boiln or vaporize. During subsequent starting attempts, the fuel pump will initially be
pumping combination of fuel and fuel vapor. At the same time, the injection nozzle lines will
be filled with varying amounts of fumes and vapor. Until the entire fuel system becomes filled
with liquid fuel, difficult starting and unstable engine operation can normally be expected.
February 1989 80.00-09
The state of the fuel itself can affect these fuel vapor conditions. Fresh fuel contains a
concentration of volatile ingredients. The higher the concentration, the more readily the fuel
will vaporiie and the problem with the vapor in the fuel will be more severe. Time, heat or
exposure to altitude will "age" aviation gasoline causing the volatile ingredients to dissipate.
This reduces the tendency of fuel to vaporize and, may induce problems with starting. If the
volatile condition reaches a low enough level, starting may become difficult due to poor
vaporization at the fuel nozzles since the fuel must vaporize in order to combine with oxygen
in the combustion process.
The operator, by being aware of these conditions, can take certain steps to cope with
problems associated with hot weather/hot engine starting. The primary objective should be
that of permitting the system to cool. Lower power settings during the landing approach, when
practical, will allow some cooling prior to the next start attempt. Reducing ground operating
to a minimum is desired to keep engine temperatures down. Cowl flaps should be opened fully
while taxiing. The aircraft should be parked so as to face into the wind to take advantage of
the cooling affect. Restarting attempts will be the most difficult from 30 minutes to one hour
after shutdown. Following that interval the fuel vapor will be less pronounced and normally
will present less of a restart problem.
2. GROUND OPERATION IN HIGH AMBIENT TEMPERATURE CONDITIONS. Oil and cylinder
temperatures should be monitored closely during taxiing and engine run-up. Operate with cowl
flaps full open. Do not operate the engine at high RPM except for necessary operational
checks. If takeoff is not to be made immediately following engine run-up, the aircraft should
be faced into the wind with engine idling at 900-1000 RPM. It may be desirable to operate the
fuel boost pumps to assist in suppressing fuel vaporization and provide more stable fuel
pressure during taxiing and engine run-up.
3. TAKEOFF AND INITIAL CUMBOUT. Temperatures should be closely monitored and
sufficient airspeed must be maintained to provide proper cooling of the engine.
C4UTION . . . Reduced engine power wiIl result from higher &mi& altitude associated with
high temperature.
80-00-09 GROUND OPERATION AT HIGH ALTJTUDE AIRPORTS
Because of insufficient air density at altitudes, oil pressure, oil temperature and cylinder head
temperature gages should be carefully observed to prevent engine overheating.
80-00-1 0 February 1989
CHAPTER 81
TURBINES
81-00-00 GENERAL
81-10-01 TURBOCHARGER
81-1 0-02 WASTEGATES
81-10-03 CONTROLLERS
81-10-04 LUBRICATION SYSTEM
81-20-01 TROUBLESHOOTING CHART
February 1989 8 1-00-01
81-00-00 GENERAL
The purpose of the turbocharger system is to enable the aircraft engine to maintain constant
sea-level induction air pressure at higher altitudes where ambient air pressure is decreased.
The basic turbocharger system consists of four (4) main components: 1) turbocharger, 2)
wastegate and actuator, 3) controller and 4) overboost pressure relief valve, except on engine
models utilizing fixed orifice wastegates which do not require an actuator or controller. The
turbocharger turbine is driven by engine exhaust gases. As the turbine wheel rotates, the
compressor wheel is driven by a common shaft connected to both wheels. As the compressor
wheel rotates. air is compressed and routed to the induction system. The compressed air is
then mixed with atomized fuel just before entering the cylinder combustion chamber. The
amount of air allowed to enter is controlled by the engine's throttle valve, located between
the turbocharger compressor and engines cylinders. The induction system area, between the
turbocharger compressor and the throttle valve, is referred to as upper deck. The speed of the
turbocharger turbine is determined by the amount of incoming exhaust gases. This is controlled
by the wastegate of which there are three different types that will be discussed later. The
variable absolute pressure controller regulates the engine oil pressure that is routed to the
wastegate valve, except on those engine models utilizing the fixed orifice wastegate that
maintains a constant turbine r.p.m. throughout engine operation. In order to prevent an
overboost condition in the induction system, an overboost pressure relief valve is installed.
Some engine models that are used on pressurized cabin, high altitude aircraft, utilize an
intercooler which cools compressor discharge air and decreases the possibility of detonation.
Cabin pressurization is obtained through the use of a sonic venturi. The sonic venturi is a
calibrated orifice that bleeds off some of the compressor discharge air, which is then used to
pressurize the aircraft's cabin.
FIGURE 81-00-00. BASIC TURBOCHARGER
SYSTEM.
81-00-02 February 1989
1 81-10-01 TURBOCHARGER
The turbocharger is a device that utilizes otherwise wasted overboard exhaust gases to provide
compressed air to the engine induction system. It is a relatively simple device consisting of a
turbine wheel and a compressor connected by a center housing which contains the
turbocharger lubrication system, oil seals and bearings. Connections are provided on the center
housing for engine supplied lubricating oil. For overhaul approval pertaining to the
turbocharger, refer to the turbocharger manufacturer's instructions.
COMPRESSOR
TURBINE
FIGURE 81-10-00. BASIC TURBOCHARGER.
1 81-10-02 WASTEGATES
The wastegate is used to adjust the amount of incoming exhaust gases to the turbocharger
turbine. There are three different types used by Teledyne Continental Motors, they are: fixed
orifice wastegate, buttefly valve type hydraulic wastegate and the poppet valve type hydraulic
wastegate.
1. Fixed Orifice Wastegate
The fixed orifice wastegate is a ground adjustable bypass valve located in the turbine exhaust
bypass duct. The position of the fixed orifice wastegate valve remains constant throughout all
modes of engine operation. An overboost pressure relief valve is used with the fixed oriiice
wastegate valve to bleed off upper deck pressure that exceeds the limits set by the airframe
manufacturer.
February 1989 81-1 0-01
Special Instructions for the TSIO-520-T: Early engines used an exhaust system bypass valve
"A" as shown in Fig. 81-20-00. Current production engines use the bypass valve "B" as shown
in Fig. 81-20-00. The bypass valve is installed in the exhaust system just forward and to the
right of the turbocharger.
A. If the exhaust bypass valve "A" as shown in Fig. 81-20-00 is used, adjust the bolt all the
way in turning in a clockwise (CW) direction and reposition 2 turns out turning in a
counterclockwise (CCW) direction. ' Lock in place with check nut. Run engine to check full
throttle manifold pressure. Make fine adjustments required to meet the curve at the end of
this section, CW to increase, CCW to decrease. Safety wire when complete.
B. If the exhaust bypass valve "B" as shown in Fig. 81-20-00 is used, adjust the bolt all the
way (CW) and reposition 8-1/2 turns out (CCW). Lock in place with check nut. Run engine to
check full throttle manifold pressure. Make fine adjustments required to meet the curve at the
end of this section, CW to increase, CCW to decrease. Safety wire when complete.
FIGURE 81-20-00. FIXED ORIFICE WASTEGATE.
2. Hydraulic Wastegate
The hydraulic wastegate consists of either a buttediy or poppet type bypass valve located in
the turbine exhaust ducting. Both type wastegate valves are controlled by a spring loaded
hydraulic wastegate actuator. The actuator is operated by engine oil pressure. The hydraulic
wastegate actuators consist of a movable piston and spring. Engine oil pressure against the
piston will close the wastegate increasing turbocharger turbine speed. As oil pressure against
the piston is reduced, the spring will open the wastegate, reducing turbocharger turbine speed
(See Fig. 81-20-00 Hydraulic Wastegate). The oil pressure operating the wastegate actuator is
controlled by a wastegate controller. The hydraulically actuated wastegate systems also use an
overboost pressure relief valve as a precautionary measure.
NOTE . . . Hydraulic wastegates are not field serviceable or adjustable devices and should be
replaced when found to be malfunctioning.
FIGURE 81-20-01. HYDRAULIC WASTEGATE.
1 81-10-03 CONTROLLERS
There are three different types of wastegate controllers; (1) absolute pressure/rate of change;
(2) ratio and (3) variable absolute pressure.
The absolute pressure controller senses upper deck pressure and regulates the wastegate
actuator. Engine oil flows from the engine to the wastegate actuator and from the actuator to
the absolute pressure controller. An oil restrictor controls the oil flow back to the engine, by
restricting the oil return to the engine the wastegate actuator is forced closed, thereby
increasing turbine speed. The oil restrictor is controlled by an aneroid bellows that is
referenced to upper deck pressure. When upper deck pressure drops below a specific
predetermined level, the aneroid bellows closes the oil restrictor. When upper deck pressure
exceeds the specific predetermined pressure inside the bellows, the bellows expands causing
the oil restrictor to open, allowing oil to return to the engine. This in turn relieves pressure
on the wastegate piston allowing the wastegate valve to open by spring pressure, thereby
decreasing turbine speed.
WASTEGATE
FIGURE 81-30-00. ABSOLUTE PRESSURE CONTROUR.
February 1989 81-10-03
The rate of change controller is normally combined with the absolute pressure controller when
used. The rate of change controller prevents the speed of the turbocharger turbine wheel and
compressor from increasing too fast during engine acceleration. This is done to prevent
overboosting the engine. The rate of change controller measures the rate at which the upper
deck pressure increases. Whenever the upper deck pressure increases faster than the rate
scheduled by the aircraft manufacturer, the oil restrictor in the controller opens allowing oil
to flow from the wastegate actuator to the engine. this causes the wastegate to open,
decreasing turbine speed. Any time the rate of increase in upper deck pressure is less than
the rate specified by the aircraft manufacturer, or when there is no increase in upper deck
pressure, the valve in the rate of change controller will remain closed.
FIGURE 81-30-01. ABSOLUTE PRESSURE
CONTROLLER AND RATE OF CHANGE CON-
TROLLER COMBINED.
CONTROLLER
UPPER DECK
FIGURE 81-30-02. RATE OF -
CHANGE CONTROLLER.
The ratio controller is designed to limit the discharge pressure of the turbocharger
compressor. As the aircraft gains altitude the compressor speed increases to keep the
discharge pressure up as ambient air pressure drops. By sensing the compressor discharge
pressure from the turbocharger and the ambient air pressure from the aircraft nacelle the
controller becomes operational at a pre determined altitude specified by the airframe
manufacturer.
Any time the upper deck pressure exceeds the ambient air pressure by a ratio greater than
that specified by the airframe manufacturer, the oil restrictor in the ratio controller will
open, allowing oil to flow from the wastegate actuator which in turn, causes the wastegate
valve to open, limiting turbine and compressor speed.
OIL RETURN
FIGURE 81-30-03. RATIO CONTROLLER .
81-10-04 February 1989
The variable absolute pressure controller contains an oil control valve similar to the other
controllers that we have discussed. The oil restrictor is actuated by an aneroid bellows which
is referenced to upper deck pressure.
A cam connected to the throttle mechanism, applies pressure to the end of the aneroid For
example, as the throttle is opened, the cam rotates, applying pressure to the aneroid,
increasing the amount of upper deck pressure necessary to open the oil restrictor. When the
throttle is closed, the opposite occurs. In this manner, upper deck pressure will increase or
decrease in a direct relationship to the throttle angle.
With the variable absolute pressure controller, upper deck pressure is maintained at
approximately one to two inches above manifold pressure. Maintaining this relatively low
differential between manifold and upper deck pressures reduces the load on the turbocharger
and throttle valve.
NOTE . . . Controllers are not field serviceable and should be replaced when found to be
malfunctioning.
UPPER DECK
F R O M WASTEGATE
FIGURE 81-30-04. VARIABLE ABSOLUTE
PRESSURE CONTROLLER.
VARIABLE ABSOLUTE
PRESSURE CONTROLLER
CAM
VALVE
FIGURE 81-30-05. THROlTLE CONNECTION.
/ 81-10-04 TURBOCHARGER LUBRtCAllON SYSTEM
Engine lubricating oil is also supplied to the turbocharger center housing where it is used to
cool the unit and lubricate the bearings. Because of the location of the turbocharger unit on
some installations, one-way check valves are needed in the oil supply and return lines to
prevent engine oil from draining into the turbocharger when the engine is not in use.
If the turbocharger unit is located below the oil scavenge pump, one check valve is needed in
the oil return line to prevent oil from draining back into the unit. If the turbocharger is
located below the engine crankcase, check valves are required in both the oil supply and
return lines.
February 1989 81-1 0-05
Piston-ring like oil seals are used on the compressor wheel shaft to prevent the lubricating oil
from entering the turbine and compressor housings from the center housing. (See Figure 81-
10-00 Basic Turbocharger).
TURBOCHARGER
FIGURE 81-40-00. TURBOCHARGER LUBRICATION SYSTEM.
For a more detailed explanation of controllers, wastegates and the turbocharger systems used
on Teledyne Continental aircraft engines, there is a professional mechanics training program
available at Teledyne Continental Motors, Mobile, Alabama, P.O. Box 90 36601, Attention:
Publications Sales Department.
81-1 0-06 February 1989
1 81-20-01 TURBOCHARGING SYSTEM TROUBLESHOOTING CHART
This troubleshooting chart is provided as a guide. Review all probable causes given, check
other listings of troubles with similar symptoms. Items are presented in sequence of the
approximate ease of checking, not necessarily in order of probability.
TROUBLE
Low Manifold Pressure
Manifold Pressure Higher
than Normal
Deck Pressure Higher Than
Normal
Loss of Aircraft's Critical
Altitude
Turbocharger Oil Seals
Lea king
Engine Oil Level Frequently
Low After Servicing Prior
to Operation
Lack of Oil to Turbocharger
PROBABLE CAUSE
lmproperly Adjusted
Wastegate
Binding Wastegtate
lmproperly Adjusted Waste-
gate Controller
Induction or Exhaust Manifold
Leaks
Binding Wastegate
lmproperly Adjusted
Wastegate
Intercooler Plugged or
Damaged
lmproperly Adjusted Waste-
gate and Controllers
Induction or Exhaust Manifold
Leaks
Worn or Damaged Seals
Leaking Check Valve
Leaking Turbo Charger Check
Valves and Seals
Damaged Check Valve
CORRECTION
Adjust According to Aircraft
Manufacturer's lnstructions
Replace Wastegate
Adjust According to Aircraft
Manufacturer's instructions
Repair or Replace as Required
Replace Wastegate
Adjust According to Aircraft
Manufacturer's lnstructions
Repair or Replace as Required
Adjust According to Aircraft
Manufacturer's lnstructions
Repair or Replace as Required
Refer to Turbocharger Manufacturer's
l nstructions
Replace Check Valve
Replace Check Valves Refer to
Turbocharger Manufacturer's
lnstructions for Turbocharger
Maintenance
Replace Check Valve
February 1989 81-20-01