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Operation and Installation Manual

1. 2 48 AT TIT tetanie FULL THROTTLE HORSEPOWER AT ZERO RAM Vi A NENN REL ie Seri 11 7 1 7 11111 1 7 7 1 1 11 1 BRAKE HORSEPOWER gt Sa A SSES 200 X LA XL 1 11 4 N S SS NS AR e S gt N A LII CONTINENTAL MOTORS Aircraft Products Division UNGINE MODEL 10 520 M MIN PUEL CRAOE 100 10011 INLET AIR STD ATMOSPHERE WITHOUT 71 LITT 4 gi L 4 V A LL V EVA d LAC V EN V INIT uW E TS i 2 LOC RPM K MAN ON S L CHART irra 3 TRANSFER TO 5 4 ON ALT CHART PT C 4 DRAW LINE FROM C THAU 5 LOC PY PR ALT amp READ CORR FOR INLET AIA TEMP AS FOLLOWS i ADD FOR EACH 1D F BELOW 5 B SUBTRACT YW FOR EACH I0 2 apove 75 175 STANDARD ALTITUDE TEMPI 18 19 20 21 22 23 24 25 26 27 28 29 ERENT SO SN Sw
2. 22 1700 1900 2100 2300 2500 2700 ENGINE RPM Figure 15 15 05 Sea Level Performance Curves for 10 520 C amp CB 300 280 E 260 E 240 E 220 200 180 1160 15 15 09 140 120 100 80 BRAKE HORSEPOWER PRESSURE ALTITUDE In feet ZI E 2 iE ESE RES E FH E i mua ALE A 1 4 a DE PEHFORMAN HH HH E E AL w Lad 2 o O lt o y a Tw e d SS3Hd dW31 OLS LY HSMOdSSHOH ABSOLUTE DRY MANIFOLD PRESSURE Inches Hg 11111 5 71117 1 77 11 7 71 111 111 1 11 1 11 11 1111 4 4 0 8 lt o 3 3 c Figure 15 15 06 Altitude Performance Curves for 10 520 amp CB 15 15 10 61 61 GW 2 W 0ZS OI 10 SA 9 2051 5 4 6134 58 MOTI 7913 150 140 130 120 110 100 90 80 70 60 50 40 IDD 4 1 MIXTURE CURVES SHOWN ARE BASED UPON PROP LOAD CURVE RPM ADMP POWER SETTINGS 2 LEAN LIMIT CRUISE FUEL SCHEDULE
3. Operate auxiliary pump if equiped and purge system Vapor in fuel system Excessive fuel temperature Prolonged ground operation Limit ground operation to a minimum Engine receiving fuel after engine Check mixture control is in full idle cut off shutdown Check auxiliary pump is off Fluctuating Fuel Pressure High Oil Temperature Indication Poor Idle Cut Off Momentarily pull mixture control back until engine acceleration picks up then set proper mixture Mixture Too Rich Slow Acceleration On A Hat Day 15 00 10 15 05 01 15 05 02 15 05 03 ENGINE FIRE DURING START Refer to Airframe Manufacturer s recommendations roto are observed in the induction or exhaust system during engine starting proceed as WS 1 Mixture Control Move to the idle cut off position 2 Throttle Control Move to the full open position 3 Starter Switch Hold in the cranking position until fire is extinguished 4 Inspect for and repair damage before further flight GENERAL IN FLIGHT INFORMATION Ifa malfunction should occur in flight certain remedia actions may eliminate or reduce the problem Some malfunctions which might conceivably occur are listed in this chapter Recommended corrective action is also included However it should be recognized that no single procedure will necessarily be applicable to every situation A thorough knowledge of the aircraft and engine sy
4. MM seams m DA Y ALTUTUDE PERFORMANC PRESSURE ALTITUDE H FEET FOLO PRESSURE iw ha HNHH LA MH LL AH tt LL 0001 o co 3XVHG 3 5 825 3 3 s 2 2 9 8 2 z 8 3 8 8 03 awus amp amp Cn AN LI IA LU HM 11 PL unu WM BENE AYA VAN E 30 B u E a i 27 E ul q s ez I TT H FERNET E sh l 4 TE is REIS NER d T ERES IB Es Figure 15 15 03 Altitude Performance Curves for 520 4 BB 15 15 07 d e E gt lt Lu gt amp 2 a e a MIXTURE CURVES SHOWN ARE BASED UPON 15 15 08 FROM 75 POWER DOWN BUT NOT INCLUDING 65 MIXTURE LEANED TO PEAK EGT AT 6596 POWER MIXTURE LEANED TO 25 F RICH OF PEAK AND BELOW CORRESPONDS TO a b 2 LEAN LIMIT CRUISE FUEL SCHEDULE 30 20 FUEL FLOW LBS HR Figure 15 15 04 Fuel Flow Vs BHP for 10 520 amp CB BRAKE HORSEPOWER ABS DWY MAN PRESS mi HG SPEC FUEL CONS 185 BHP HR 7008 650 B 600 E 550 E 500 450 H 30 28 1111111111 111111111111111 1 TN B LT 2
5. Box 90 Mobile AL 36601 Copyright 2011 Continental Motors Inc All rights reserved This material not be reprinted republished broadcast or otherwise altered without the publisher s written permission This manual is provided without express statutory or implied warranties The publisher will not be held liable for any damages caused by or alleged to be caused by use misuse abuse or misinterpretation of the contents Content is subject to change without notice Other products and companies mentioned herein may be trademarks of the respective owners A 520 Permold Series Engine Operation and Installation Manual 31 August 2011 OPERATOR AND INSTALLATION MANUAL FOR 520 AIRCRAFT ENGINE PERMOLD NOTICE The operator must comply with ail the instructions contained in this manual and related publication 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 operator with technical information and instructions applicable to safe operation Refer to the Pilots Operating Handbook published by the Airframe Manufacturer for operating instructions and specifications relating to your specific aircraft NOTICE Teledyne Continental Motors TCM engine operating i
6. TO DETERMINE ACTUAL E SS V LOC amp PR ON ALT CHAR T PTA ABS DRY MANIFOLD PRESSURE IN HG PRESSURE ALTITUDE IN FEET INTENTIONALLY LEFT BLANK 15 15 14 CHAPTER 70 STANDARD PRACTICES Refer to the 10 520 Permold Series Maintenance Manual Form X30626A Chapter 70 See section 1 00 02 Related Publications for ordering information 70 00 01 INTENTIONALLY LEFT BLANK 70 00 02 CHAPTER 72 ENGINE RECIPROCATING Refer to the 10 520 Permold Series Maintenance Manual Form X30626A or Overhaul Manual Form X30627A Chapter 72 See section 1 00 02 related publications for ordering information 72 00 01 INTENTIONALLY LEFT BLANK 72 00 02 _ _ Continental Motors Inc www continentalmotors aero
7. Sel TRE C Ta 15 00 03 SM Z N wd 15 00 03 CONS SUI qus sata vie kam eR ol ey 15 00 04 Flooded EDO nr d qu Cor tame 15 00 04 Mat S ea oL pui ny uicem ca 15 00 04 mund Wann Uf ou osa a atlas a a 15 00 04 Pre Takeoff Check 15 00 05 Power Control 4 22 24 sae ag hese L a W 4 15 00 06 TOGO st wit APA lt ud po o 6 Qe xt 15 00 07 OM 5 Sas ele ie 15 00 07 Gri Z a LOS S EC 15 00 08 DESCEN u qua w ep o dr es Home 15 00 08 LARA 509 2 5 fus ond 4 os 15 00 08 Engine Shutdown 15 00 09 Operational Troubleshooting 15 00 09 EMERGENCY PROCEDURES Engine Fires During Stat 15 05 01 General In Flight Information 15 05 01 Engine ROUGE ricino 15 05 01 High Cylinder Head Temperature 15 05 02 High Ol Temperature 15 05 02 Low OLPreseum a lt TLLA 15 05 02 In Flight Restaring u oro sh 15 05 02 Enge za e cac rra 15 05 03 15 00 01 15 00 02 Section 15 10 00 15 10 01 15 10 02 15 10 03 15 10 04 ABNORMAL ENVIRONMENTAL CONDITIONS Page Ce A vk 15 10 01 Cold Weather Operation 15 10 01 aia RTI a a a zarten dir E 15 10 01 Hot Weather Operation 15 10 03 Ground Operation At High Altitude Airports 15 10 04 ENGINE PERFORMANCE AND CRUISE CONTROL 15 15 01 15 15 02 15
8. 520 BA BB C CB M amp MB CONTINENTAL AIRCRAFT ENGINE OPERATION AND INSTALLATION MANUAL osm i NUES TECHNICAL CONTENT ACCEPTED BY THE FAA Publication X30618 92011 CONTINENTAL IVIOTORS INC AUG 2011 Supersedure Notice This manual revision replaces the front cover and list of effective pages for Publication Part No X30618 dated March 1994 Previous editions are obsolete upon release of this manual Effective Changes for this Manual March 1994 S 31 August 2011 List of Effective Pages Document Title 10 520 Permold Series Engine Operation and Installation Manual Publication Number X30618 Initial Publication Date March 1994 Page Change Page Change Page Change Page Change 1 72 00 01 thru 72 00 02 0 1 i thru vi 0 1 00 01 thru 1 00 04 2 00 01 thru 2 00 02 4 00 01 thru 4 00 02 5 00 01 thru 5 00 02 6 00 01 thru 6 00 02 6 10 01 thru 6 10 06 6 20 01 thru 6 20 02 0 12 00 01 thru 12 00 06 0 14 00 01 thru 14 00 06 0 15 00 01 thru 15 00 10 0 15 05 01 thru 15 05 04 0 15 10 01 thru 15 10 04 0 15 15 01 thru 15 15 14 0 70 00 01 thru 70 00 02 0 Published and printed in the U S A by Continental Motors Inc Available exclusively from the publisher
9. 15 00 03 15 00 03 15 00 04 15 00 05 15 00 06 15 00 04 COLD STARTS Refer to Pilots Operating Handbook Use the same procedure as for normal start After the engine begins running may be necessary to operate the primer intermittently for a few seconds in order to prevent the engine from stopping FLOODED ENGINE Refer to Pilot s Operating Handbook Allow all fuel to drain from Intake system before attemptng to start a flooded engine WARNING Starting an engine with a flooded intake system will result in hydrostatic lock and subsequent engine malfunction or failure HOT STARTS Refer to Pilot s Operating Handbook For several minutes 10 to 45 after stopping a hot engine heat soaked fuel injection components especially the fuel injection pump may cause vaporization of fuel in the components resulting in difficulty restarting the engine To eliminate this difficulty the following procedures must be used to cool the fuel pump and lines prior to restart Tum fuel selector to ON Bring throttle to the CLOSED position Put mixture control to the Idle Cut Off position and run boost pump for 15 to 20 seconds Tum boost pump OFF Perform a normal start procedure See Section 15 00 02 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 airc
10. INTENTIONALLY LEFT BLANK 15 05 04 15 10 00 15 10 01 15 10 02 ABNORMAL ENVIRONMENTAL CONDITIONS GENERAL Three areas of operation require special attention a extreme cold weather b extreme hot weather and c high density altitude ground operation COLD WEATHER OPERATION Amblent Temperature Below Freezing NOTE Prior to operation and or storage in cold weather assure engine oil viscosity is SAE 30 10W30 15W50 20W50 In the event of temporary cold weather operation consideration should be given to hangaring the aircraft between flights Engine starting during extreme cold weather is generally more difficult than during normal temperature conditions Cold soaking causes the oil to become thicker more viscous making it more difficult for the starter to crank the engine This results a slow cranking speed and abnormal drain on the battery capacity At low temperatures gasoline does not vaporize readily further complicating the starting procedure False starting failure to continue running after starting often results in the formation of moisture on 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 PREHEATING The use of preheat and auxiliary power unit APU is required to facilitate starting during cold weather and is required when the engine has been cold soaked at temperatures of 25
11. 6 10 02 Preflight and RnB U 2 2 5261 SRR 6 20 01 FIC TESINA 1m T 1095244 Oh DRE 6 20 01 6 00 01 6 00 02 GENERAL Technicians involved with engine preparation and installation into the airframe must possess a detailed knowledge of safe procedures used in engine servicing and the operation of ground Support equipment The engine must have a detailed visual inspection prior to installation in the airframe UNPACKING Packaging Category A Cardboard Container 1 Cut steel banding straps securing the container CAUTION Straps may spring loose when cut 2 Remove the staples from the base of the cardboard cover 3 Lift cardboard cover vertically and remove 4 Attach a hoist to the engine lifting eye located at the top of the crankcase backbone Take up slack on the hoist then cut the steel banding straps holding the engine to the base Lift the engine vertically and install on a transportation stand or dolly CAUTION Straps may spring loose when cut Packaging Category B Wooden or Plastic Container 1 Remove the attaching hardware from the base 2 Lift the wooden cover vertically and remove 3 Open the moisture proof plastic bag 4 Attach a hoist to the engine lifting eye located at the top of the crankcase backbone Take up slack on the hoist prior to loosening the engine mount bolts then remove the bolts from the shipping shock mounts Lift the engine vertically and install on a transportation stand or d
12. CORRESPONDS TO EX M MIXTURE LEANED TO 25 F RICH TO FROM 75 POWER DOWN BUT NOT INCLUDING 65 b MIXTURE LEANED TO PEAK EGT AT 65 POWER AND BELOW HHNH 1111111111 IO 11111111111111111111111411111111111111111111 11111141111111 13111111111 10 230 250 270 290 BRAKE HORSEPOWER 111111111111111111111111111111111111111111111111111111111111111 1111111 111111111111111111111111111111111111111 130 150 170 190 2 EET 3 5 vug o o o o o E PROP LOAD PROP LOAD BSFC FULL THROTTLE ADMP LR LLEELTTECEL LU TEECH o w 3 N lt 00 N OH NI SS3Ud NYVWAHQ 58 C o o i o a i Y H 4H9 591 3 13N3 3345 2900 2100 2300 2500 2700 ENGINE RPM 1900 1700 Figure 15 15 08 Sea Level performance Curves for 10 520 M amp MB 15 15 12 21919 SW Y 059 20 SUNO 93 8 4994 60 51 5 ANGA
13. F and below in excess of 2 hours The following procedures are required for preheating starting warm up run up and takeoff 1 Selecta 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 cause 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 WARNING Congealed may require considerable preheat The engine may start and apparently run satisfactorily but can be damaged from lack of lubrication due to congealed oll 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 be severely damaged and could fall shortly following application of high power 15 10 01 15 10 02 Proper procedures require thorough application of preheat to all parts of the engine Hot air must be applied directly to the oil sump and external oil lines as well as the cylinders air intake and oil cooler Excessively hot air can damage non metallic components such as seals hoses and drive belts so do not attempt to hasten the preheat process WARNING Ensure that magneto switch is off and mixture is in idle cut off Before starting is attempted turn the engine by h
14. or restricted fuel nozzle jets resulting in lean running cylinders Faulty instruments or thermocouples may cause erroneously high or low temperature indications Refer to 15 00 15 of this manual and or the aircraft overhaul manual lor trouble shooting procedures CLIMB Refer to Airframe Manufacturer s recommendations 1 Recommended power for norma climb is 75 2 Climb at 75 power and above must be done at FULL RICH mixture setting with cow flaps if installed set to maintain proper cylinder head and oil temperature During climb immediately after takeoff observe manifold pressure RPM fuel flow engine temperature and oil pressure All should be within limits NOTE When the aircraft has been configured for climbout reduce engine power If power settings of greater than 75 Normally Rated Power NRP must be used particular attention must be given to cylinder head EGT and oil temperatures and mixture mustbe FULL RICH WARNING At power settings above 7596 NRP do not use the EGT gage 35 an aid to mixture adjustment If you attempt to determine the peak EGT while the engine is operating at high power burned valves detonation and engine failure can occur 15 00 07 15 00 11 15 00 12 15 00 13 15 00 08 CRUISE Refer to Airframe Manufacturer s recommendations 1 Setmanifold pressure and RPM for cruise power selected 2 After engine temperatures have stabilized at cruise condition usually
15. 09 15 00 10 TAKEOFF Refer to Airframe Manufacturer s recommendations 1 Position mixture to FULL RICH Where installed cowl flaps must be positioned as specified by airframe manufacturer 2 Position fuel boost pump switch as instructed by airframe manufacturer 3 Use full throttle to obtain rated power for takeoff During takeoff observe manifold pressure RPM fuel flow engine temperature and oil pressure All must be within normal limits NOTE For operation from fields at higher altitudes operation must be conducted with the mixture control leaned for maximum performance as defined by charts in section 15 15 04 or by an appropriately marked fuel pressure gauge A leaner than full rich mixture may be required to eliminate engine roughness CAUTION Cylinder head and oil temperatures must never be allowed to exceed the limita tions specified Near maximum temperatures should occur only when operating under adverse conditions such as high power settings low airspeed extreme ambient temperature etc Steps should be taken to reduce such temperatures as soon as possible excessive temperatures are noted and cannot be explained or if abnormal cow flap and or mixture settings are required to maintain temperatures then an inspection must be performed to determine the cause Possible causes high temperatures may include broken or missing ballles inoperative cow flaps sticking temperature control unit
16. 12 Altitude Performance Curves forlO 520 M amp 15 15 13 15 15 03 INTENTIONALLY LEFT BLANK 15 15 04 Se ld s o PR PP i E H POWER MIXTURE 4 F RICH BRAKE HORSEPOWER PEAK EGT MIXTURE FROM 75 POWER DOWN BUT NOT INCLUDING 65 B MIXTURE LEANED TO PEAK EGT AT 65 POWER AND BELOW MIXTURE LEANED TO 25 F RICH PEAK CURVE RPM ADMP POWER SETTINGS 2 LEAN LIMIT CRUISE FUEL SCHEDULE CORRESPONDS TO 1 MIXTURE CURVES ARE BASED UPON PROP LOAD NOTE Figure 15 15 01 Fuel Flow Vs for 10 520 B BA amp BB 15 15 05 _ 2300 2500 PROP LOAD BHP FULL THROTTLE BSFC DMP FULL THROTTLE 2100 1900 PROP LOAD BSFC SEA LEVEL PERFORMANCE CURVES A PROP LOAD ADMP Figure 15 15 02 Sea Level Performance Curves for 0 520 amp BB 15 15 06 aa D ee An m A UT A ZU AL ZI LAUS
17. Operating Handook conceming operation of boost pump 3 Take off And Initial Climbout Do not operate at maxirnum power any longer than necessary to establish the climb configuration recommended by the aircraft manufacturer Temperatures should be closely monitored and sufficient airspeed maintained to provide cooling of the engine CAUTION Reduced engine power will result from higher density altitude associated with high temperature 15 10 04 GROUND OPERATION AT HIGH ALTITUDE AIRPORTS 15 10 04 Idle fuel mixture may be rich at high altitudes Under extreme conditions it may be necessary to manually lean the mixture in order to sustain engine operation at low RPM When practical operate the engines at higher idling speed If higher than desired temperatures are experienced during the climb phase the pilot may elect to establish a lower angle of attack or higher climb speed consistent with safety and thereby provide increased cooling for engine 15 15 01 OPERATING DATA Crankshaft Speed RPM Rated Maximum Continuous Operation 2700 Rated Maximum Take Off 520 2700 Recommended for Cruising IO 520 B BA BB C CB M MB 2500 Intake Manifold Pressure In Hg Mastmum TOE vad pans r Rs Full Throttle MAU COUINE m na ardid 28 8 Recommended Continuous for Cruising See Performance Chart
18. Performance Curves for 520 amp 15 15 06 Altitude Performance Curves for 520 amp 15 15 07 Fuel Flow vs for 520 amp 15 15 08 Sea Level Performance Curves 520 amp 15 15 09 Altitude Performance Curves for 10 520 amp 15 15 10 Fuel Flow vs for IO 520M amp MB 15 15 11 Sea Level performance Curves for 10 520 amp MB 15 15 12 Altitude Performance Curves forlO 520M 8 15 15 13 INTENTIONALLY LEFT BLANK Section 1 00 00 1 00 01 1 00 02 CHAPTER 1 INTRODUCTION Section Index Page htod cliern 2 42 932 13 x tho 6 1 00 02 SE es 04717134 t apt 1 00 02 Related Publications 1 00 03 1 00 01 1 00 00 1 00 01 1 00 02 INTRODUCTION The Operators and Installation Manual contains the information necessary to operate and assist installation of an aircraft engine The Operator s and Installation Manual is prepared in accordance with the General Aviation Manufacturer s Association GAMA format The GAMA format utilized a set chapter numbering system Airframe related chapters will not appear in powerplant manuals Only chapters that are applicable to a manual s purpose will appear in that manual A description of the format numbering system 5 located in the Related Publications se
19. Since the engine will be warm use normal starting procedure NOTE Since the oil in the pressure gage line may be congealed as much as 30 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 Operate the engine at 1000 RPM or less until an increase in oil temperature is indicated before increasing RPM Monitor oi 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 no damage or leaks are noted preheat the engine for an additional 10 to 15 minutes before restarting 15 10 03 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 airframe 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 goveming speed NOTE Continually monitor oil pressure during run up 7 Check magnetos in the norma
20. abrupt change in rate of consumption is detected this condition must be corrected before further flight Maintain the engine compartment nacelle and the fuselage adjacent to the nacelle in a clean condition in order that an oil leak can be detected and corrected before further flight WARNING Engine operation with no oil or severely reduced oll levels will cause engine malfunction faliure CAUTION A greater number of funnel type quart oil containers incorporate a styrofoam seal Do not puncture this seal and attempt servicing without totally removing the seal Servicing an engine while this seal is still partially attached may result in ingestion of this Seal into the engine and possible engine malfunction 1 Check oil level before each flight and maintain oil level at the required capacity 2 Examine the engine nacelle engine compartment and adjacent area for oil leaks Determine source and correct before further flight 3 Ensure that the oil gage rod dip stick and filler cap are property secured after servicing ENGINE TOP VIEW REAR VIEW SSEMBLY A yan FIGURE 12 00 01 GENERAL 10 520 PERMOLD SERIES OIL SERVICING POINTS 12 00 02 co oil change oil should be drained into an appropriate container and disposed of properly CAUTION Petroleum base aviation engine oil is flammable and should be stored in a well ventilated area away from any heat source During servicing if any oil is spilled it should
21. be established or when their ofigin is in doubt CHAPTER INDEX Chapter Page 1 oues ans rar sales G aca re Gra TAG Pa 1 00 01 2 TONS A QUIM a 2a 26 r qr uh ed orbe Rr nS 2 00 01 3 a E AA IS EOS beant Er UA ATO op 2 00 01 4 Arw rBnodt LEnDAOS nou tie ski p a en R 4 00 01 5 Time Limits Operational Inspections Engine Troubleshooting 5 00 01 6 Unpacking Deinhibiting Installation Testing amp Removal 6 00 01 12 SANCS FIOR a atu nur des p ra ar rn 12 00 01 14 Engine Preservation and Slorage lt o 4 u si 0 e ne mens mie aest 14 00 01 15 Jv Mee Ha Se ple AAA 15 00 01 70 SURGIO PIACHERB lt 2 5 08 eI rr a A ED en AA 70 00 01 72 qua ARA bo 4 52 ES Boe Cad 72 00 01 a INTENTIONALLY LEFT BLANK Figure No 6 00 01 6 00 02 6 00 03 12 00 01 15 15 01 15 15 02 15 15 03 15 15 04 15 15 05 15 15 06 15 15 07 15 15 08 15 15 09 FIGURE INDEX Page Installation Drawing 520 6 00 04 Installation Drawing 520 6 00 05 Installation Drawing 520 6 00 06 General 520 Permold Series Oil Servicing Points 12 00 02 Fuel Flow vs foriO 520 BBBA amp BB 15 15 05 Sea Level
22. pressure closely land as soon as possible and have the engine inspected at termination of the flight WARNING If oll pressure drops below 30 PSI an engine fallure should be anticipated and the airframe manufacturer s Instructions should followed IN FLIGHT RESTARTING Refer to Alrframe Manufacturer s Instructions for emergency Inflight restarting CAUTION Do not shutdown an engine for practice or training purposes Whenever engine failure is to be simulated it should be done by reducing power CAUTION A few minutes exposure to temperatures and airspeed at llight altitudes can have the same effect on an inoperative engine as hours of cold soak in sub Arctic conditions If the engine must be restarted consideration should be given to descending to warmer air Closely monitor for excessive oil pressure as the propeller is unfeathered Allow the engine to warm up at minimum governing RPM and 15 inches of manifold pressure 15 05 08 ENGINE FIRE IN FLIGHT Refer to Airframe Manufacturer s Instructions 1 gt Fuel Selector Turn to the Off Position Mixture Control Place in the Idle Cut Off Position Throttle Control Place in the Closed Position Propeller Control a Non Feathering Type Propeller Full Decrease RPM Position b Feathering Type Propeller Feather Position Magneto Switch Place Both in the OFF position Follow airframe manufacturer s instructions for emergency forced landing 15 05 03
23. tape to exclude moisture and foreign objects g Sealthe engine breather by inserting a dehydrator MS2721 5 2 plug in the breather hose and clamping in place h Attach a red streamer to each place on the engine where bags of desiccant are placed Either attach red strearners 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 i 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 PRES ERVATION DATE PROCEDURES NECESSARY FOR RETURNING AN ENGINE TO SERVICE ARE AS FOL LOWS 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 CAUTION When returning the aircraft to Service do not use the oil referenced in section 14 00 04 for more than 25 hours 3 With bottom plugs removed rotate propeller by hand to clear excess preservative oil from cylinders WARNING To prevent possibility of serious bodily Injury or death before moving the propeiler accomplish the following Verify magneto switches are OFF b Throttle position CLOSED c Mixture control IDLE CUT OFF d Set brakes and block alrc
24. warm up and testing Increase engine speed to 1700 RPM only long enough to perform the following checks a Check magnetos Move the ignition switch first to R position and note engine RPM Then move switch back to BOTH position to clear the other set of spark plugs Then move the switch to L position and note RPM difference between the two magnetos operated individually should not differ more than 50 RPM with a maximum drop for either magneto of 150 RPM Observe engine for roughness during this check WARNING Absence of RPM drop when checking magnetos may Indicate a malfunction In the Ignition circuit resulting a hot magneto Should the propeller be moved by hand as during preflight the engine may start and cause Injury to personnel This type of malfunction must be corrected to continued operation of the engine CAUTION Do not underestimate the importance of pre takeoff magneto check When operaling on single ignition some RPM drop should be noted Normal indications are 25 75 RPM drop and slight engine roughness as each magneto is switched off An RPM drop in excess of 150 RPM may indicate a faulty magneto or fouled spark plugs Minor spark plug fouling can usually 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 mix ture to full rich 4 Magnetos Recheck If the engine is not operating wi
25. within 5 minutes adjust mixture to lean cruise condition according to Section 15 15 03 of this manual NOTE During high ambient temperature a very low fluctuation in fue flow may appear the early flight stages which is caused by excess vapor If this occurs operate the fuel boost pump as recommended by the airframe manufacturer 3 When lean mixture setting is used for cruise and increased power is desired the mixture control must be returned to the richer setting before changing the throttle or propeller setting When reducing power retard throttie and then adjust RPM and mixture 4 Ifitis necessary to retard the throttles at altitudes above 10 000 Ft leaning of the fuel mixture may also be necessary to maintain satisfactory engine operation The mixture must be returned to the richer setting before the throttle is returned to the high power position NOTE Exhaust gas temperature may be used as an aid for mixture setting Refer to Section 15 15 03 for leaning information DESCENT Refer to Airframe Manufacturer s recommendations Descent from high altitude is to be accomplished at cruise power settings and mixture control positioned for engine smoothness CAUTION Rapid descents at high RPM and idle manifold pressure setting are to be avoided During descent monitor cylinder and oil temperature and maintain above the minimum specified imits NOTE Avoid long descents at iow manifold pressure as the engine can co
26. 002 Grade 1 and rotate propeller by hand over six times then re spray all cylinders Remove at least one rocker box cover and inspect the valve mechanism for any type of corrosion WARNING To prevent possibility of serious bodily Injury or death before moving the propeller accomplish the following a b Mixture control IDLE CUT OFF d K Verlfy magneto switches are OFF Throttle position CLOSED Set brakes and block alrcraft wheels Assure that alrcraft tle downs are Installed and that the cabin door latch 15 open Do not stand within the arc of the propeller blades while turning the propeller CAUTION When returning the aircraft to service do not use the referenced in section 14 00 04 for more than 25 hours The above procedures are general specifications for rust and corrosion prevention Since local weather conditions differ and Teledyne Continental Motors has no control over the application more stringent procedures may be required Rust and corrosion prevention are the owner s responsibility Section 15 00 00 15 00 01 15 00 02 15 00 03 15 00 04 15 00 05 15 00 06 15 00 07 15 00 08 15 00 09 15 00 10 15 00 11 15 00 12 15 00 13 15 00 14 15 00 15 15 05 01 15 05 02 15 05 03 15 05 04 15 05 05 15 05 06 15 05 07 15 05 08 CHAPTER 15 ENGINE OPERATING PROCEDURES NORMAL OPERATING PROCEDURES Section Index Page x 5 AG MAG RAS 15 00 03
27. 15 01 15 15 02 15 15 03 15 15 02 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 airframe manufac turer s flight manual for tabular climb and cruise data 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 10 F below TS 2 Subtract 195 for each 10 F above TS 3 Adjust the mixture control to lean out fuel flow for cruise settings according to applicable fuel flow vs brake horsepower curve CAUTION When increasing power enrich mixture advance RPM and adjust throttle in that order When reducing power retard throttle Then adjust RPM ana mixture NOTE It may be necessary to make minor readjustments to fuel flow mixture after changing RPM CRUISE CONTROL BY EGT If exhaust gas temperature indicator is used as an aid to leaning proceed as follows 1 Adjust RPM and manifold pressure for desired cruise setting 2 Slowly move mixture control toward lean while observing gage Note position on the instrument where the needle peaks or starts to drop as mixture is leaned further 3 At cruise settings between 65 and 75 advance mixture control toward rich unti
28. 15 03 15 15 04 Operating Data 15 15 01 Cruise Control By Performance Curve 15 15 02 Cruise Control 15 15 02 Table of Performance Curves 15 15 03 15 00 00 15 00 01 15 00 02 GENERAL CAUTION This section pertains to operation under standard environmental conditions The pilot should thoroughly familiarize himself with Section 15 10 Abnormal Environmental Conditions Whenever such abnormal conditions are encountered or anticipated the procedures and tech niques for normal operation should be tailored accordingly The of your engine is determined by the care it receives Follow the instructions contained in this manual carefully The engine received a run in operation before leaving the factory Therefore no break in schedule is required Straight mineral MIL C 6529 Type should be used for the first oil change period 25 hours The minimum grade aviation fuel for this engine is 100LL 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 will cause pre Ignition and or detonation which can damage an engine the first time high power Is applied possibly causing engine fallure This would most likely occur on takeoff If the alrcraft Is inadvertently serviced with the wrong grade of fuel then the fuel must be completely drained and the tank prop
29. ION DRAWING 10 520 6 10 03 FIGURE 6 10 02 INSTALLATION DRAWING 520 6 10 04 FIGURE 6 10 03 INSTALLATION DRAWING 520 6 10 05 INTENTIONALLY LEFT BLANK 6 10 06 6 20 01 6 20 02 PREFLIGHT AND RUN UP The engine lubrication system must be pre oiled prior to starting This can be accomplished using a pressure oiling system installed into a main gallery or the oil pump An acceptable altemate method is to use the engine starter to motor the engine with the spark plugs removed until an oil pressure indication is noted CAUTION Adhere to operating limits in Section 15 15 10 during flight testing CAUTION Recheck the oil level in the sump if the pre oiling method was used Do not operate the engine with more or less than the required sump capacity See Operating Limits If the magneto attaching nuts were loosened or the magnetos rotated during engine installation magneto to engine timing must be adjusted to specification prior to starting install and torque the upper spark plugs to 300 360 in Ibs Install the ignition harness nuts to the spark plugs nuts are identified for position i e 1T for number one top spark plug etc Start the engine in accordance with the procedures listed in SB 89 7 Rev 1 or sebsequent revision as applicable or the airframe manufacturer s operator s manual The engine has been tested at the factory and requires no f
30. TIONALLY LEFT BLANK 1 00 04 CHAPTER 2 TOOLS AND EQUIPMENT Refer to 520 Permold Series Maintenance Manual Form X30625A or Overhaul Manual Form X30626A Chapter 2 as applicable CHAPTER 3 APPROVED PRODUCTS Approved lubricants sealants paints silk thread and lockwire are located in Chapter 3 of the 520 Maintenance Manual Form X30625A and Overhaul Manual Form 30626 See section 1 00 02 Related Publications for ordering information on any of the above listed manuals 2 00 01 INTENTIONALLY LEFT BLANK 2 00 02 CHAPTER 4 AIRWORTHINESS LIMITATION The Airworthiness Limitations Section is F A A Approved and specifies maintenance required by the Federal Aviation Regulations unless an alternative program has been F A A Approved This section is part of the type design of the 10520 engine pursuant to certification requirements of the Federal Aviation Regulations 1 Subject to additional information contained F A A Approved Service Bulletins issued af ter the date of certification the 520 engine does not contain any components having mandatory replacement times required for type certification Subject to additional information contained in F A A Approved Service Bulletins issued af ter the date of certification 50 hours and 100 hour inspections as described in the 520 Maintenance and Operator s Manual and inspections mandated by the Federal Aviation Regulations are required for type c
31. X C Aviation Oil NOTE For further information see TCM Service Bulletin M87 12R1 or current revision as applicable 12 00 03 SERVICING ENGINE FUEL Fuel Aviation Minimum Grade 100LL Blue or 100 Green WARNING The use of lower octane rated fuel will result in destruction of an engine the first time high power is applied This would most likely occur 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 For aircraft fueling procedure see the applicable aircraft manufacturer s instructions Fueling Procedure and Fueling Point 12 00 05 INTENTIONALLY LEFT BLANK 12 00 06 Section 14 00 00 14 00 01 14 00 02 14 00 03 14 00 04 14 00 05 14 00 06 CHAPTER 14 ENGINE PRESERVATION AND STORAGE Section Index Page SCE E RISES 14 00 02 Engine Preservation 14 00 02 Flyable Storage 5 30 days 14 00 02 Temporary Storage up to 90 days 14 00 03 1 o AA 14 00 04 Returning Engine To Service 14 00 05 Indefinite Storage Inspection Procedures 14 00 06 14 00 01 14 00 00 14 00 01 14 00 02 14 00 02 GENERAL The following procedures are a general recommendation for our customers Since local weather conditions differ and Teledyne Continental Motors has no control over the application more stringent procedures may be re
32. age to or destruction of the engine or endangerment to personnel 1 00 02 RELATED PUBLICATIONS The Operator s and Installation Parts Maintenance and Overhaul manuals all contain the GAMA standardized format numbering system Subject matter is cross referenced between the manuals by chapter and section numbers px Chapter Section Sub Section Example The following is a listing of relating engine and accessory publications 1 Overhaul Manual Form X30626A Maintenance Manual Form X30625A Parts Catalog Form X30624A Operator s and Installation Manual Form X30618 OO N Service Bulletins Complete Set 6 Fuel Injection Manual Form X30593A 7 Starter Service Instruction Form X30592 8 TCM Ignition Systems Master Service Manual Form X40000 9 Alternator Service Instructions Form X30531 3 The above publications can be ordered through your Teledyne Continental Motors Distributor or ordered directly if prepaid Teledyne Continental Motors Aircraft Products P O Box 90 Mobile AL 36601 For price information see TCM Optional and Current Publications Service Bulletins M92 2 and 92 3 or current revision as applicable 10 Slick Ignition Systems Master Service Manual Form F 1100 This manual can be ordered from Slick Aircraft Products Unison Industries 530 Blackhawk Park Avenue Rockford Illinois 61104 Tel 815 965 4700 Attn Subscription Department 1 00 03 INTEN
33. and 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 flaps to faciliate warm up as hot spots may develop and damage ignition wiring and other components 2 Apply hot air 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 or 10 minute intervals WARNING To prevent possibility of serious bodily injury or death before moving the propeller accomplish the following a Verify magneto switches are OFF b Throttle position CLOSED c Mixture control IDLE CUT OFF d Set brakes and block alrcraft wheels e Assure that aircraft tie downs are 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 Periodically fee the top of the engine and when some warmth is noted apply heat directly to the upper portion of the engine for approximately five minutes This wil provide sufficient heating of the cylinders and fuel lines to promote better vaporization for starting Occasionally transfer the source of heat from the sump to the upper part of the engine Start the engine immediately after completion of the preheating process
34. be cleaned from the engine and nacelle Use only lubricating oils conforming to TCM specification MHS 24 or MHS 25 Refer to latest revision as applicable See approved products on next page Oil Sump Capacity U S Quarts All O 520 Permold 12 Quarts 520 BA Usable Ol QUES AR Nose DO iura te a 10 0 Usable Quarts 14 Nose DOWN an k p c 10 0 520 CB Unable Ol Quans 207 UB uuu E v do TE sina yee Mw doe 6 5 Usable Oil Quarts 19 Nose x 5 zn yu o RR ao ys 6 5 10 520 M MB Is ble On Quarts 25 Nose Up oue ei aa err mies RA 6 1 Usable Qu ris 13 8 DOW ee O IR REC en 6 1 Oil Seasonal Weight Lemos AUAS Lig Bish R ER kd a HI 15W50 20W50 Below 40 F Ambient Air Sea or 10W30 Above 40 F Ambient Air Sea SAE 50 12 00 03 12 00 02 12 00 04 APPROVED ENGINE LUBRICATING OILS Use only lubricating oils conforming to TCM specification MHS 24 or MHS 25 lubricating oil ashless dispersant The marketers of the aviation lubricating oils listed below have supplied data to TCM indicating their products conform to all the requirements of TCM Specification MHS 24 or MHS 25 In listing the products names TCM makes no claim of verification of marketer s statements or claim
35. ction of this manual For a list of chapters contained in this manual refer to the Table of Contents In producing this publication considerable effort has been put forth to provide grammatically clear and accurate information Teledyne Continental Motors solicits the user s assistance in providing information relating to changes that the user may suggest This information should be forwarded to Teledyne Continental Motors Aircraft Products P O Box 90 Mobile Alabama 36601 Publications Department SCOPE Requirements cautions and wamings regarding operation of this engine are not intended to impose undue restrictions but are intended to enable the pilot to obtain maximum performance from the engine in accordance with safety and efficiency Abuse misuse or neglect of any piece of equipment can cause eventual engine malfunction and stoppage Failure to observe the instructions contained in this manual constitutes unauthorized operation in areas unexplored during development 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 CAUTION Information issued to emphasize certain instructions or to prevent possible damage to engine accessones and personnel WARNING Information which if disregarded may result in severe dam
36. erly serviced prior to engine operation PRESTARTING Refer to Pllot s Operating Handook for Prestarting Procedures Before each flight the engine and propeller must be examined for damage oil or fuel leaks security and proper servicing WARNING Before moving the propeller by hand Insure the magneto Is functioning properly and the switch Is in the OFF position Moving the propeller by hand with a malfunctioning magneto or ignition circuit may cause the engine to kick over or start resulting In Injury to personnel STARTING Refer to Pilot s Operating Handbook for Starting Procedures WARNING Overpriming can cause hydro static lock and subsequent engine malfunction CAUTION If engine is hot press starter button first then tum auxiliary fuel pump as instructed by the airframe manufacturer CAUTION Release starter switch as soon as engine fires Never engage the starter while the propeller is still turning If the starter has been engaged 30 seconds and the engine has not been starter release the starter switch and allow the starter motor to cool for 3 to 5 minutes before another starting attempt is made NOTE Check oil pressure frequently Oil pressure indication must be noted within 30 seconds in normal weather f no pressure is noted within the specified time stop the engine and investigate the cause CAUTION Operation of the engine without oil pressure may result in engine malfunction or failure
37. ertification r Subject to additional information contained in F A A Approved Service Bulletins and Re lated Publications in Section 1 00 02 issued after the date of certification the 520 engine does not have any inspection related or replacement time related procedures re quired for type certification Changes to Airworthiness Limitations section constitute changes to the type design of the 520 engine and require approval pursuant to Federal Aviation Regulations Such changes will be published in F A A Approved Service Bulletins which are furnished to sub scribers to Service Bulletins and can be obtained by writing Box 90 Mo bile Alabama 36601 4 00 01 INTENTIONALLY LEFT BLANK 4 00 02 CHAPTER 5 TIME LIMITS OPERATIONAL INSPECTIONS ENGINE TROUBLESHOOTING Refer to O 520 Permold Series Maintenance manual Form X30625A Chapter 5 See section 1 00 02 related publications for ordering information 5 00 01 INTENTIONALLY LEFT BLANK 5 00 02 CHAPTER 6 UNPACKING DEINHIBITING INSTALLATION Section 6 00 00 6 00 01 6 00 02 6 00 03 6 10 01 6 10 02 6 20 01 6 20 02 AND TESTING Section Index Page Genel a a s e le REEL OS W 6 00 02 3 0 G 82 VE Tal RES 6 00 02 GONO Hangind S ddp LEA 21614 EA 6 00 02 Crating and 6 00 02 Preparation for Service 6 10 01 Engine Installation Instructions
38. gine even though the ignition switch Is OFF position The engine could KICK as a result of auto ignition of small amount of fuel remaining In the cylinders 15 00 15 OPERATIONAL TROUBLESHOOTING General Information WARNING If during pre flight check engine warm up any operational limit abnormalities occur abort take off return to alrcraft maintenance facility and have symptoms Investi gated and corrected by qualified personnel before flight The troubleshooting chart that follows will discuss some symptoms and corrections that can be corrected on the ground and in flight Other situations are discussed in the engine maintenance manual X30625A 15 00 09 OPERATIONAL TROUBLE SHOOTING CHART This Troubleshooting chart s provided as a guide Review all probable causes given then check other listings of troubles with similar symptoms TROUBLE PROBABLECAUSE CAUSE CORRECTION ION Engine Will Not Run Propeller levers set in high pitch Use low pitch Increase RPM position for at Idling Speed Decrease RPM all ground operation Rough Idling Mixture levers set for Use FULL RICH position for all ground improper mixture operation Engine Runs Too Lean Improper manual leaning Refer to Section 15 15 04 for proper fuel at Cruising Power procedure flow settings High Cylinder Head Temperature Lean fuelair mixture due to improper Refer to Section 15 15 04 for proper fuel manual leaning procedure flow settings
39. in Ibs Do not lubricate spark plug threads prior to installation NOTE Remove all protective plugs Drain preservative from oil sump Service the lubrication system with mineral non detergent oil or Corrosion Preventive oil corresponding to MIL C 6529 Type See Chapter 12 for sump capacity Remove the shipping plate from the propeller governor pad forward of number 6 cylinder Lubricate the governor shaft splines with engine oil install a new gasket and then install the propeller governor control Attach with plain washers new lock washer and torque the nuts in accordance with aircrafts Manufacture s recommendation CAUTION Align spline of governor drive gear and assure that the governor is fully seated to the crankcase prior to installing the attaching hardware This will eliminate the possibility of misalign ment forcing the drive gear over the camshaft gear requiring engine disassembly Optional Accessories Optional accessories such as hydraulic pumps vacuum pumps etc may be installed on the accessory drive pads located on the upper rear portion of the crankcase Remove the accessory drive covers and install new gaskets Install accessories in accordance with the airframe manufacturer s instructions WARNING Because oll pressure is applied to the face of the accessory drive pads proper installation procedures and materials must be used to prevent loss Install all airframe manufacturer required cooling baffles ho
40. ion Certificate issued under FAR 21 Subpart G e certificate of airworthiness for export issued by a foreign government under the provisions of FAR 21 Subpart N KNOW YOUR SUPPLIER has come to our attention that many reproduced parts and components particularly instruments which have been manufactured by persons other than the onginal manufacturer are available for purchase and installation on U S certificated aircraft Often an original 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 SUMMARY Aircraft record entries approving the airirame powerplant for return to service after maintenance or overhaul must be accomplished in accordance with part 43 of the Federal Aviation Regulations latest revision The owner operator as denoted in paragraph 3 of this advisory circular is responsible for the continued airworthiness 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 appliances cannot
41. ion gasoline as these volatile ingredients tend to dissipate This reduces the tendency of fuel to vaporize Starting problems may occur if the volitity is not sufficient for adequate fuel vaporization 15 10 03 The operator by being cognizant 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 systern to cool Reducing ground operation to a minimum is desired to keep engine temperatures down Cowi flaps should be opened fully while taxiing The aircraft should be parked so as to face into the wind to take advantage of the cooling effect Restarting attempts will be the most difficult from 30 minutes to one hour after shutdown Following that interval 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 tempera tures should be monitored closely during taxiing and engine run up Operate with flaps full open Do not operate the engine at high RPM except for necessary operational checks 1f takeoff is not to be made immediately following engine run up the aircraft should be faced into the wind with the 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 Refer to aircraft Pilot s
42. l is 25 F colder than peak At cruise setting below 65 engine be operated at peak EGT CAUTION Do not attempt to adjust mixture by use of EGT at setting above 75 of maximum power Also remember that engine power will change with ambient conditions Changes in altitude or outside air ternperature will require adjustments n manifold pressure and fuel flow Refer to Charts Fue Flow Vs Gage 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 EGT system should be checked for maladjustments or calibration error Figure No Figure 15 15 01 Figure 15 15 02 Figure 15 15 03 Figure 15 15 04 Figure 15 15 05 Figure 15 15 06 Figure 15 15 07 Figure 15 15 08 Figure 15 15 09 FIGURE INDEX Page Fuel Flow Vs for 520 15 15 05 Sea Level Performance Curves for 0 520 amp 88 15 15 06 Altitude Performance Curves for 520 8 8 amp 15 15 07 Fuel Flow Vs BHP for JO 520 C amp 5 sn sl 6 prx 15 15 08 Sea Level Performance Curves for 10 520 amp 15 15 09 Altitude Performance Curves for 0 520 amp 15 15 10 Fuel Flow Vs BHP 10 520 amp 15 15 11 Sea Level Performance Curves for lO 520 M amp 15 15
43. l manner 8 When the oil temperature has reached 10092 and oil pressure does not exceed 70 psi at 2500 RPM the engine has been warmed sufficiently to accept full rated power CAUTION Do not close the flaps in a attempt to hasten engine warm 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 HOT WEATHER OPERATION Ambient Temperature in Excess of 90 F CAUTION When operating in hot weather areas be alert for higher than normal levels of dust dirt or sand in the air Inspect air filters frequently and be prepared to clean or replace them 1 necessary Weather conditions can lift damaging levels of dust and sand high above the ground Ifthe aircraft 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 aircraft Flight operaton during hot weather usually presents problem since ambient temperatures at flight altitudes are seldom high enough to overcome the cooling system used in modern aircraft design There are however three areas of hot weather operation which will require special attention on the part of the operator These are 1 starting a hot engine 2 ground under high ambient temperature condi
44. le turning the propeller Conducta normal engine start d Give the aircraft a thorough cleaning and visual inspection Conduct test flight per airframe manufacturer s recommendation INDEFINITE STORAGE 1 Preparation for storage a Drain the engine oil and refill with MIL C 6529 Type Aeroshell Fluid 2F or equivalent The aircraft should be flown for thirty 30 minutes reaching but not exceeding normal oil and cylinder temperatures Allow engine to cool to ambient temperature Accomplish steps 1 8 and 1 5 of Temporary Storage NOTE MIL C 6529 Type may be formulated by thoroughly mixing one part compound MIL C 6529 Type Esso Rust Ban 628 Cosmoline No 1223 or equivalent with three parts new lubricating of the grade recommended for service all at room temperature Single grade oil is recommended b Apply preservative to engine interior by spraying MIL L 46002 Grade oil approximately two ounces through the oil filler tube c Install dehydrator plugs MS27215 1 or 2 in each of the top spark plug holes making sure that each plugis blue in color when installed Protect and support the spark plug leads with AN 4060 protectors d The fuel injection system does not require any special preservation preparation 14 00 05 e Place a bag of desiccant in the exhaust pipes and seal the openings with moisture resistant tape f Seal the cold air inlet to the heater muff with moisture resistant
45. lity to choose a program thats viable to the particular aircraft s mission Aircraft engine storage recommendations are broken down into the following categories Section 14 00 02 Flyable Storage 5 to 30 days 14 00 03 Temporary Storage up to 90 days 14 00 04 Indefinite Storage FLYABLE STORAGE Program or ll Program Engines or cylinders with less than 50 operating hours a Propeller pull thru every 5 days as described in paragraph 2 below and b Fly every 15 days as described in paragraph 3 below Program Engines or cylinders with more than 50 operating hours if not flown weekly a Propeller pull thru every 7 days as described in paragraph 2 below and b Fly every 30 days as described in paragraph 3 below 1 Service aircraft per normal airframe manufacturer s instructions 2 The propeller should be rotated by hand without running the engine For 6 cylinder straight drive engines rotate the propeller six revolutions Stop the propeller 45 to 90 from the original position 14 00 03 WARNING To prevent possibility of serious bodily Injury or death before moving the propeller accomplish the following a Verlfy magneto switches are OFF b c d Throttle position CLOSED Mixture control IDLE CUT OFF Set brakes and block aircraft wheels Assure that aircraft tle downs are Installed and verify that the cabin door latch Is open Do not stand within the arc of the propeller blades while turning the pro
46. ns should be performed in accordance with the airframe manufacturers Instructions Level flight cruise should be at 75 power with best power or richer mixture for the first hour of operation During the second hour alternate power settings between 65 and 75 power with the appropriate best power mixture settings The descent should be made at low cruise power settings with careful monitoring of engine pressures and temperatures Avoid long descents with cruise RPM and manifold pressure below 18 Hg if necessary decrease the RPM sufficiently to maintain manifold pressure Any abnormal conditions detected during test flight must be corrected and any final adjustments must be accomplished prior to releasing the aircraft for normal service 6 20 01 INTENTIONALLY LEFT BLANK 6 20 02 CHAPTER 12 SERVICING FLUIDS Section Index Section Page 12 00 01 Servicing QN 2 ovaries 5 in ser hu 12 00 02 12 00 02 Approved Engine Lubricating Oils 12 00 04 12 00 03 Servicing Engine Fuel 12 00 05 12 00 01 12 00 01 SERVICING The oil system must be serviced with the oil grades specified in this section and products contorming to MHS 24 or MHS 25 Refer to Section 12 00 02 It is essential that the required oil capacity be maintained A certain amount of oil consumption is normal Consult 15 15 01 of this manual to determine the acceptable rate of consumption If excessive consumption or
47. nstructions are generated prior to and inde pendently of the aircraft operating instructions established by the airframe manufacturer TCM s operating instructions are developed using factory controlled parameters that are not necessarily the same as those specifications required to satisfy a specific aircraft engine installation Because of this difference the aircraft operator should use the airframe manufacturer s operating instructions found in the Pilots Operating Handbook POH while operating the aircraft unless otherwise specified by the original airframe manufacturer 11 12 WARNING Please note the following slatements from FAA Advisory Circular 20 62 entitled ELIGIBILITY QUALITY AND IDENTIFICATION OF APPROVED REPLACEMENT PARTS BACKGROUND 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 main
48. ol excessively and may not accelerate satisfactorily when power is reapplied If power must be reduced for long periods adjust propeller to minimum governing RPM and set manifold pressure no lower than necessary to obtain desired performance f the outside air is extremely cold it may be desirable to add drag to the aircraft in order to maintain engine power without gaining excess airspeed Do not permit cylinder temperature to drop below 300 F for periods exceeding five 5 minutes LANDING Refer to Alrframe Manufacturer s recommendations 1 anticipation of a go around and the need for high power settings the mixture control must be set in the FULL RICH position before landing NOTE Advance mixture slowly toward FULL RICH engine roughness occurs as may happen at very low throttle settings and high RPM it may be desirable to leave the mixture control in a leaner than full rich position until the throttles are advanced above 15 inches of manifoid pressure 2 Operate the boost pump as instructed by the airframe manufacturer 15 00 14 ENGINE SHUTDOWN 1 If boost pump has been on for landing turn to OFF 2 Place mixture control in IDLE CUTOFF 3 Turn magnetos OFF after propeller stops rotating WARNING Do not turn the propeller while the Ignitlon switch Is In the BOTH LEFT or RIGHT position This could start the engine and cause serious bodily injury or death Do not turn the propeller on a hot en
49. olly GROUND HANDLING After engine is removed from container attached to hoist proceed with care Do not let engine front rear sides or bottom come in contact with any obstructions as the extreme weight may cause damage to the engine or components If contact has occurred inspect for obvious or consequential damage CRATING AND SHIPPING Category A cardboard container Lower engine onto container base and attach with metal banding straps Install and attach container cover Category B wooden container Lower engine onto container base Attach engine using shock mounts and bolts cover engine with plastic bag Install and attach container cover to base 6 10 01 PREPARATION FOR SERVICE If the engine is not to be installed within five 5 days after removal of shipping plugs it must be represerved in accordance with procedures listed in Chapter 14 If the engine is to be installed within five 5 days after unpacking remove the shipping plugs installed in the lower spark plug holes and tum the crankshaft through at least two complete revolutions in order to remove the cylinder preservation oil from the cylinder Remove the shipping plugs installed in the upper spark plug holes and inspect the cylinder bores with a borescope for rust or contamination Contact your Teledyne Continental Motors Distributor if any abnormal condition is noted Install the upper spark plugs finger tight and torque the lower spark plugs to 300 360
50. or move the nozzle or spray gun from the top to the bottom of the cylinder c Install spark plugs d Spray preservative 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 14 00 03 14 00 04 14 00 04 Engines with propellers installed that are preserved for storage accordance with this section should have tag affixed to each propeller in a conspicuous place with the following notation on the tag NOT TURN PROPELLER ENGINE PRESERVED PRESER VATIONDATE NOTE the engine is not retumed to flyable status on or before the expiration of 90 days it must be preserved in accordance with the Indefinite Storage procedures set forth in section 14 00 04 below 2 Preparation for Service a Remove seals tape paper and streamers from all openings b With bottom spark plugs removed rotate the propeller by hand several revolutions to remove preservative oil re install spark plugs WARNING To prevent possibility of serious bodily injury or death before moving the propeller accomplish the following a Verlfy magneto switches are OFF b Throttle position CLOSED c Mixture control IDLE CUT OFF d Set brakes and block alrcraft wheels e Assure that alrcraft tie downs are Installed and verify that the cabin door latch Is open f Donot stand within the arc of the propeller blades whi
51. oughness 15 severe or if the cause cannot be determined engine failure may be imminent In this case it Is recommended that the alrframe manufacturer s emergency procedure be employed In any event further damage may be minimized by operating at a reduced power setting 15 05 01 ABNORMAL ENGINE INSTRUMENT INDICATIONS 15 05 04 15 05 05 15 05 06 15 05 07 15 05 02 HIGH CYLINDER HEAD TEMPERATURE 1 Cow Flaps Open 2 Mixture Adjust to proper fuel flow for power being used 3 Airspeed Increase If temperature cannot be maintained within limits reduce power land as soon as practical and have the malfunction evaluated and repaired before further flight HIGH OIL TEMPERATURE NOTE Prolonged high oil temperature indications will usually be accompanied by a drop in oil pressure If oil pressure remains normal a high temperature indication may be caused by a faulty gage or thermocouple If the oil pressure drops as temperature increases proceed as follows 1 Cow Flaps Open 2 Airspeed Increase 3 Power Reduce if steps 1 and 2 do not lower oil temperature CAUTION f these steps do not restore oil temperature to normal an engine failure or severe damage can result this case it is recommended that airframe manufacturer s emergency instructions be followed LOW OIL PRESSURE If the oil pressure drops without apparent reason from a normal indication of 30 to 60 psi monitor temperature and
52. peller The aircraft should be flown for thirty 30 minutes reaching but not exceeding normal oil and cylinder temperatures lf the aircraft cannot be flown it should be represerved in accordance with the instructions set forth in Temporary Storage section 14 00 03 or Indefinite Storage section 14 00 04 Ground running is not an acceptable substitute for flying It is necessary that for future reference the propeller pull thru and flight time be recorded and verified in the engine maintenance record log with the date time and signature of the individual performing these procedures TEMPORARY STORAGE up to 90 days L Preparation for storage a Remove the top spark plug and spray atomized preservative 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 opposite cylinders are sprayed Stop crankshaft with none of the pistons at top dead center NOTE Shown below is the preservative oil recommended for use in Teledyne Continen tal engines for temporary and indefinite storage MIL L 46002 Grade 1 Oil RUST VC1 105 be purchased through Rock Island Lubricant amp Chemical Co Box 5015 1320 1st Street Rock Island Illinois 61204 1 800 522 1150 b Re spray each cylinder To thoroughly cover all surfaces of the cylinder interi
53. quired Rust and corrosion prevention are the owner s responsibil ENGINE PRESERVATION Engines in aircraft that are fiown only occasionally tend to exhibit cylinder wall corrosion more than engines in aircraft that are flown frequently Of particular concem 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 vamish deposited on the cylinder walls offers some protection against corrosion Hence a two step program for storage category is required Obviously 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 proven method of preventing corrosion of the cylinders and other interna 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 combustion However if circumstances do not permit this required procedure TCM has listed three reasonable minimum preservation procedures that if implemented will minimize the possibilibes of rust and corrosion It is the owner s responsibi
54. raft into the wind Operate the engine on the ground with the propeller in Full Increase RPM position N Avoid prolonged idling at low RPM Fouled spark plugs can result from this practice Leave mixture in Full Rich See Ground Operation at High Altitude Airports Section 15 10 04 for exceptions de n 5 Warm up engine at 900 1000 RPM 15 00 07 PRE TAKEOFF CHECK Refer to Pilot s Operating Handbook 1 Maintain engine speed at approximately 900 to 1000 RPM for at least one minute in warm weather and as required during cold weather see Section 15 10 01 to assure adequate lubrication 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 75 CAUTION Do not operate the engine at run up speed unless oil temperature is 75 F minimum and oil pressure is within specified limits of 30 60 PSI CAUTION Operation of the engine at too high a speed before reaching minimum oil temperature may cause loss of oil pressure and engine damage Perform all ground operations with cowling flaps if installed full open with mixture control in FULL RICH position and propeller control set for maximum RPM except for brief testing of propeller governor Restrict ground operations to the time necessary for
55. raft wheels e Assure that aircraft tie downs are Installed and verlfy that the cabin door latch Is open f Do not stand within the arc of the propeller blades while turning the propeller 4 Re install the spark plugs and rotate the propeller by hand through the compression strokes of all the cylinders to check for possible liquid lock Start the engine in the manner 5 Clean aircraft thoroughly and conduct a visual Inspection of the aircraft Conduct a test flight per airframe manufacturer s instructions 14 00 05 14 00 06 14 00 06 INDEFINITE STORAGE INSPECTION PROCEDURES T Aircraft prepared for Indefinite Storage must have the cylinder dehydrator plugs visually inspected every 15 days The plugs should be changed as soon as they indicate other than a dark blue color If the dehydrator plugs have changed color in one half or more of the cylinders ali desiccant material on the engine should be replaced The cylinder bores of all engines prepared for Indefinite Storage must be re sprayed with corrosion preventive mixture every six months or more frequently if bore inspection indicates corrosion has started earlier than six months Replace all desiccant and dehydrator plugs Before spraying the eng ne should be inspected for corrosion as follows Inspect the interior of at least one cylinder through the spark plug hole the cylinder shows start of rust spray cylinder corrosion preventive oil conforming to MIL L 45
56. s Fuel Control AAA Continuous Flow Injection Fuel Avia Gasoline Min Grade 100LL Blue or 100 Green Ol Specification aii gu Refer to Chapter 12 for Spec MHS24F Al aer daa oh TRS 15W 30 20W 50 Below 40 F Ambient Sea Level SAE 30 or 10W 50 Above 40 F Ambient Sea Level SAE 50 Oil Pressure ide MINUS OST 212 X p 5 8 8 4 2 s 4 ans 10 Koma o E ag qus aep np A PCR ELA EA AAA 30 to 60 Oil Sump Capacity U S Qts 05208 ME Cf at eke a wa 12 ER doc ado dad E z Oil Consumption Lb BHP Hr Max rated power and RPM 006 X POWER 100 Oil Temperature Limits Minimum f rTake Off 444 75 F Maximum ain 0 2 sa a IRE 240 F Recommended iua s ra ERR 6 6 6 16095 2 2 t A 170 F lgnition Timing Compression stroke breaker opens Right Magneto degrees 22 Left magn to degrees 22 Cylinder Head Temperature Mas Diss 7 2 T TO e m ARAS 380 F MIC PORA gt tate ate alee EPA ME a d 460 Oil level is indicated by calibration marks on dip stick Bayonet thermocouple AS234 with AS236 adapter 15
57. s Listing is made in the order in which the data was received by TCM and is provided only for the convenience of the users CAUTION The manufacturer furnishes certain parts which depend on engine oil for lubrication and may restrict the use of some lubricating oils Supplier Brand MHS 25 Mobil Oil Company Mobil AV 1 MHS 24 BP Oil Corporation BP Aero Oil Castrol Limited Australia Castrolaero AD Oil Chevron U S A Inc Chevron Aero Oil Continental Oil Conco Aero S Delta Petroleum Company Delta Avoil Oil Exxon Company U S A Exxon Aviation EE Gulf Oil Company Gulfpride Aviation AD Mobil Oil Company Mobil Aero NYCO S A TURBONYCOIL 3570 Pennzoil Company Pennzoil Aircraft Engine Oil Phillips Petroleum Company Phillips 66 Aviation Oil Type A Phillips Petroleum Company X C Aviation Multiviscosity SAE 20W50 SAE 20W60 Quaker State Oil amp Refining Co Quaker State AD Aviation Engine Oil Red Ram Limited Canada Red Ram X C Aviation Oil 20W50 Shell Australia Aeroshell R W Shell Canada Limited Aeroshell Oil W Aeroshell Oil W 15W50 Anti Wear Formulation Aeroshell Oil W 15W50 Shell Oil Company Aeroshell Oil W Aeroshell Oil W 15W50 Anti Wear Formulation Aeroshell Oil W 15W15 Sinclair Oil Company Sinclair Avoil Texaco Inc Texaco Aircraft Engine Oil Premium AD Total France Total Aero DM 15W50 Union Oil Company of California Union Aircraft Engine HD NOTE This does not include
58. ses fittings brackets and ground straps in accordance with airframe manufacturers installation instructions 6 10 01 6 10 02 6 10 02 ENGINE INSTALLATION INSTRUCTIONS See Flgure 6 10 01 thru 6 10 03 install in accordance with airframe manufacturer s instructions and the following generalized instructions The engine must be hoisted using the lifting eye bracket 1 Torque fasteners as required by the airframe manufacturer 2 Safety wire bolts as required by airframe manufacturer s instructions 3 Re torque hardware that was loosened to facilitate installation CAUTION Remove all protective covers plugs caps and identification tags as each item is connected or installed NOTE See airframe manufacturer s instructions for engine to airframe connections WARNING The aircraft fuel tanks and lines must be purged to remove all contamination prior to Installation of the main fuel Inlet line to the fuel pump Fallure to comply can cause erratic fuel Injection sy stem operation and malfunction to Its components WARNING Do not install the Ignition harness B nuts on the spark plugs until the propeller Installation Is completed and the ignition switch system has been determined to be functioning properly Fallure to comply will result In bodily Injury when the propeller Is rotated during Installation 4 Install the approved propeller in accordance with the airframe manufacturer s instructions FIGURE 6 10 01 INSTALLAT
59. stems will be an invaluable asset to the pilot in assessing a given situation and dealing with it appropriately ENGINE ROUGHNESS Observe engine area for visible damage or evidence of smoke or flame Extreme roughness may be indicative of a propeller blade problem If any of these are noted follow airframe manufacturer s instructions 1 Mixture Adjust as appropriate to power setting being used Do not immediately go to Full Rich as the roughness may be caused by an overrich mixture 2 Magneto Switch Check Both or On If engine roughness does not disappear after the above the following steps should be taken to evaluate the ignition system 1 Throttle Reduce power until roughness becomes minimal 2 Perform Magneto Check If engine smooths out while running on single ignition adjust power as necessary Do not operate the engine in this manner any longer than absolutely necessary The airplane should be landed as soon as practical for engine repairs If no improvement in engine operation is noted while operating on either magneto alone return magneto switch to Both or On CAUTION The engine may quit completely when one magneto is switched if the other magneto is faulty If this happens close throttle to idle and move mixture to idle cutoff before tuming magnetos on This will prevent a severe backfire When magnetos have been turned back advance mixture and throttle to previous setting WARNING If r
60. tenance 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 responsibility of the owner operator as outlined in FAR 91 163 FAR 121 363 FAR 123 45 FAR 127 131 and FAR 135 143 a IDENTIFICATION 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 FAA Technica Standard Order TSO number and identification mark that indicates the part or appliance has been manufactured under the requirements of FAR 37 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 An FAA Parts Manufacturer Approval FAA PMA is issued under FAR 21 305 The make and model information may be on a tag attached to the part d Byshipping ticket invoice or other document which provides evidence that the 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 Product
61. thin specified limits it must be inspected and repaired prior to continued operation of the engine CAUTION Avoid prolonged single magneto operation to preclude fouling of the spark plugs 15 00 05 15 00 08 15 00 06 6 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 or as specified by the Airframe Manu facturer Retum 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 RPM drop below minimum governing RPM Then retum control to full increase RPM position in accordance with the airframe manufacturer s instructions CAUTION Do not operate the engine at a speed in excess of 2000 RPM longer than necessary io test operation and observe engine instruments Proper engine cooling depends upon forward speed of the aircraft Discontinue testing if temperature or pressure limits are approached Instrument Indications Refer to Pilot s Operating Handbook POWER CONTROL When increasing power first increase the RPM with the propeller control and then increase manifold pressure with throttle When decreasing power throttle back to desired manifold pressure and then adjust to the desired RPM Readjust manifold pressure after final RPM setting 15 00
62. tions and 3 takeoff and initial climbout 1 Starting A Hot Engine After an engine is shutdown the temperature of its various compo nents will begin to stabilize The hotter parts such as cylinders and oil will cool while other parts will begin to heat up due to lack of air heat conduction and heat radiation from those parts of the engine which are cooling At some point following engine shutdown the entire unit will stabilize near the ambient temperature The time period will be determined by temperature and wind conditions and may be as much as several hours Heat soaking is generally at the extreme from 30 minutes to one hour following shutdown During this time the fuel system will heat up causing the fuel in the pump and lines to boil or vaporize During subsequent starting attempts the fuel pump will initially be pumping some combination of fuel and fuel vapor At the same time the Injection nozzle lines will be filled with varying amounts of fuel and vapor Until the entire fuel system becomes filled with liquid fuel difficut starting and unstable engine operation can normally be expected Another variable affecting the fuel vapor conditions is the state of the fuel itself Fresh fue contains a concentration of volatile ingredients The higher this concentration the more readily the fuel will vaporize and the more severe will be the problems associated with vapor in the fuel system Time heat or exposure to altitude will aviat
63. urther high power break in on the ground High power ground operation can be detrimental to cylinders pistons valves and rings WARNING Although the engine fuel system was adjusted at engine test the fuel system must be checked and adjusted In accordance with applicable TCM Overhaul Manual and current Service Bulletins when the engine Is first Installed into the aircraft to ensure proper operation All discrepancies must be corrected prior to test flight FLIGHT TESTING Refer to Section 15 15 10 for Operating Data The engine was tested prior to leaving the factory however a short flight test is recommended to assure that the piston rings have seated and that no induction system exhaust system oil or fuel system leaks exist prior to releasing the aircraft for normal service CAUTION Adhere to operating limits in Section 15 15 10 during flight testing Ambient air and engine operating temperatures are of major concern during this test flight Accomplish a normal pre flight run up in accordance with the aircraft flight manual Conduct a normal take off with full power and monitor the fuel flow RPM oil pressure cylinder head temperatures and oil temperatures Reduce to climb power in accordance with the flight manual and maintain a shallow climb attitude to gain optimum airspeed and cooling Rich mixture should be used for all operations except leaning for field elevation where applicab e and leaning for cruise economy Leaning operatio

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