Beruflich Dokumente
Kultur Dokumente
OPERATORS
MANUAL
FAA APPROVED
Publication X30041
AUGUST 2011
Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part
No. X30041, dated September 1980. Previous editions are obsolete upon release of this manual.
Change Page
Change Page
Change
- NOTICE Teledyne Continental Motors (TCM) engine operating instructions are generated prior to and independently of
the aircraft operating instructions established by the
airframe manufacturer. TeM's operating instructions are
developed using factory controlled parameters that are
not necessarily the same as those specifications required to satisfy a specific aircraft I engine installation.
Because of this difference the aircraft operator should
use the airframe manufacturer's operating instructions
found in the Pilots Operating Handbook (POH) while
operating the aircraft unless otherwise specified by the
original airframe manufacturer.
TABLE OF CONTENTS
PAGE
INTRODUCTION ............ ,............................. iv
SECTION
I
Operating Specifications and Limits .............. 1-1
II
III
IV
VI
VII
VIII
IX
Glossary. . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . ..
ii
10-1
LIST OF ILLUSTRATIONS
PAGE
PAGE
1
3
4
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
4444-
3
4
5
6
4- 7
iii
4- 8
4- 9
4-10
4-11
4-12
4-13
4-14
4-15
4-16
417
4- 18
4-19
4-20
4-21
4-22
4-23
6- 3
6- 4
6- 6
6- 8
INTRODUCTION
The operating instructions outlined In this manual have been
developed from comprehensive evaluation of the engine
performance in relation to its installation in an aircraft.
Recommendations. cautions and warnings regarding operation of
this engine are not intended to impose undue restrictions on
operation of the aircraft, but are inserted to enable the pilot to obtain
maximum performance from the engine .commensurate with safety
and efficiency. Abuse. misuse. or neglect of any piece of equipment
can cause eventual failure. Failure to observe the instructions
contained in this manual constitutes unauthorized operation in areas
unexplored during development of the engine, or in areas in which
experience has proved to be undesirable or detrimental.
iv
SECTION 1
OPERATING SPECIFICATIONS AND LIMITS
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.
CA urlON . . . Cylinder head and oil temperatures must never be
allowed to exceed the limitations specified
Near-maximum
temperatures should occur only when operating under adverse
conditions. such as high power settings. low airspeed. extreme
ambient temperature, etc. If excessive temperatures are noted, and
cannot reasonably be explained, or if abnormal cowl flap and/or
mixture settings are reQuired to maintain temperatures. then an
inspection should be performed to determine the cause. PossIble
causes of high temperatures may include broken or missing baffles,
inoperative cowl flaps. sticking oil temperature control unit, or
restricted fuel nozzles (resulting in lean-running cylinders.). Faulty
instruments or thermocouples may cause erroneously high (or low)
temperature indications. Refer to Section VII of this manual and/or
the aircraft overhaul manual for trouble shooting procedures.
11
12
....
....
Oil Level
1-3
ACCESSORIES *
1.
2.
3.
One
One
Two
Two
Two
Two
4.
Wt. Change
None
+1 lb.
+1 lb.
+2 lb.
+1 lb.
-3 lb.
Pl350. SL350
RHB32E,RHB32N,RHB32P,RHB32W.
RHB33E. RHB36P, RHB36W
LJ360
5.
Those engines which are designated with a suffix letter "B" (i.e ..
10-520-BB) are interchangeable with those engines ofthe same
model letter without the suffix letter (i.e .. 10-520-B). Those
engines which are designated without suffix letter (i.e . 10-S20B) are non-interchangeable with those engines which are
designated with the suffix letter "B" (i.e., 10-520-BB).
6.
1-4
ACCESSORIES" jcon1tinued)
..
Rotation
Magneto (2)
Generator (belt dr.)
Alternator (direct dr.)
CCW
CCW
CCW
1.5:1
2.28:1
3:1
Starter
CCW
CCW
32:1
48:1
#Prop. Governor
@ and 20000 Dr. (2)
CW
facing pad
CW
1 :1
1.5:1
Freon Compressor
(Belt Drive)
CCW
-II
#
@
Ratio
3 :1
Engine
ALL
A-D-E -F-J-K-L
B-BA-BB-C-CB
-M-MB
A-D-E-F-J-K-L
B-BA-BB-C-CB
-M-MB
ALL
ALL
BA-BB
1-5
Dimensions
10-520-A80J
10-520-B.
BA.BB
Length
Width
Height
10-520C.
CB
10520-0
10
4
3
40.91 In
3797 In.
42.Bl In.
36.86 In
33.56 tn.
1975 In.
33.56 In.
2732 In.
33.56 In.
19.78 In.
33.56 In.
23.79 In.
412.43 Lbs.
406.65 lbs
398.72 Lbs
3.00 Lbs.
12.31 lbs.
300 Lbs.
12..31 lbs.
411.43 lb .
3.00 lb .
12.88 Lbs.
411.
3.00 Lbs.
12.88 lbs.
2.75 Lbs.
2.75 Lbs.
2.75 Lbs.
2.75 Lbs.
431.06 Lbs
424.70 Lbs.
416.80 lbs.
430.06 Lbs.
427
43106 Lbs.
42470 Lb .
416.BO Lb .
17.00 Lbs.
17.91 Lbs.
16.40 Lbs.
16.40 Lbs.
43006 Lbs.
17.00 Lbs.
17.9\ Lb.
427
16
23
1.00 Lbs.
7.50 lbs.
1
7
472.47 Lb .
474
D&tail Weight.
a. Basic Engine - Includes
lubric:alion system, accessory
drilJes, starter adapter,
intake svstem, mountmg
6'l
3.
10
Starter
Generator
Tach Dri.... e
1.00 Lbs.
12.3\ lbs.
1.00 Lbs.
Oil Cooler
7.50 Lb .
7.38 Lb .
10.75 Lbs.
\40 Lbs.
7.38 Lbs
473.47 Lbs.
460.BO Lbs.
451.3 Lbs.
Alternator
SECTION II
NORMAL OPERATING PROCEDURE
The minimum grade aviation fuel for this engine is 100LL (Blue) or
100 (Green). In case the grade required is not available, use a higher
rating. Never use a lower rated fuel.
2-1
PRESTARTING.
Before each flight the engine and propeller should be examined for
damage. oil or fuel leaks, security and proper servicing.
1.
2.
Operate all controls and check for binding and full range oftravel.
3. Assure that fuel tanks contain proper type and quantity of fuel.
(100LL - Blue. or 100 Green)
4. Drain a quantity of fuel from air sumps and strainers into a clean
container. If water or foreign matter is noted. continue draining until
only clean fuel appears.
5.
6.
STARTING.
1.
2.
3.
4.
5.
Battery - On
6.
Magnetos - On
22
' CAUTION . . . Do not engage the starter when the engine is running as
this will damage the starter,
CAUTION . .. If difficultv in starting is experienced, do not crank for
longer than thirty seconds at a time as the starter motor may
overheat. If the engine does not start after thirty seconds of cranking,
allow 3 to 5 minute cooling period before continued attempts.
COLO STARTS.
Use the same procedure aS ,for normal start, except that more prime
will normally be necessary. After the engine begins running. it may
be necessary to operate the primer intermittantly for a few seconds in
order to prevent the engine from stopping.
FLOODED ENGINE.
a.
b.
C.
HOT STARTS.
Use the same procedure as for normal start. except do not prime and
position the throttle about half open white cranking. When the
engine begins to run, adjust the throttle to obtain 1000-1500 RPM for
a few seconds, then as desired.
23
1.
3. Avoid prolonged idling at low RPM. Fouled spark plugs can result
from th is practice.
4. Leave mixture in "Full Rich". (See "Ground Operation at High
Altitude Airports", Section r. for exceptions.)
5.
PRE-TAKEOFF CHECK.
24
2.
3 . Mixture - Move toward idle cutoff until RPM peaks and hold for
ten seconds. Run mixture to full rich.
4.
Magnetos - Recheck.
2-5
(1) 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.
6.
Instrument Indications.
a. Oil Pressure: The oil pressure relief valve will maintain pressure
within the specified limits if the oil temperature is within the specified
limits and if the engine is not excessively worn ordirty. Fluctuating or
low pressure may be due to dirt in the oil pressure relief valve or
congealed oil in the system.
b. Oil Temperatures: The oil cooler and oil temperature control
valve will maintain oil temperature within the speCified range unless
the cooler oil passages or air channels are obstructed.
Oil
temperature above the prescribed limit may cause a drop in oil
pressure, leading to rapid wear of moving parts in the engine.
2-6
TAKEOFF.
a. Position mixture to "FULL RICH". Where installed. cowl flaps
should be pOSitioned as specified by aircraft manufacturer.
b. Position fuel boost pump switch as instructed by aircraft
manufacturer.
c. Use full throttle to obtain rated power for takeoff. During takeoff,
observe manifold pressure RPM, fuel flow, engine temperature and
oil pressure. All should be within normal limits.
NOTE . .. For operation from fields at higher altitudes, operation
should be conducted with the mixture control leaned for maximum
performance as defined by charts in the aircraft manual, or by an
appropriately marked fuel pressure gauge. The leaner mixture is
required to eliminate engine roughness.
2-7
CLIMB.
a. All high power climb, except when operating from high altitude
fields, must be done at "FULL RICH" mixture setting with cowl flaps, if
provided, in the full open position.
b. During climb (immediately after take-off), observe manifold
pressure, and retard throttle to stay below the 28.8 inch maximum
manifold pressure setting (red line).
c. At reduction from take-off power for climb, follow aircraft
manufacturer'S recommendation for fuel pressure at power setting
used.
CRUISE,
1.
28
DESCENT.
Adjust power as desired and monitor temperatures.
STOPPING ENGINE.
1.
2.
3.
29
SECTION III
IN-FLIGHT EMERGENCY PROCEDURES
ENGINE ROUGHNESS.
Observe engine for visible damage or evidence of smoke or flame.
Extreme roughness may be indicative of propeller blade problem. If
any of these characteristics are noted, follow aircraft manufacturer's I
instructions.
1. Engine Instruments-Check. If abnormal indications appear,
proceed according to Abnormal Engine Instrument Indications (this
section).
2. Mixture - Adjust as appropriate to power setting being used. Do
not arbitrarily go to Full Rich as the roughness may be caused by
overrich mixture.
3.
If engine roughness does not disappear after the above. the following
steps should be taken to evaluate the ignition system ,
1.
3,
2.
3.
Airspeed - Increase.
32
1.
2.
Airspeed - Increase.
3.
IN-FLIGHT RESTARTING.
CAUTION . .. Actual shutdown of an engine for practice or training
purposes should be minimized. Whenever engine failure is to be
simulated, it should be done by reducing power.
CAUTION . .. A few minutes exposure to temperatures and airspeed
at flight altitudes can have the same effect on an inoperative engine
as hours of cold-soak in sub-Arctic conditions. If the engine must be
restarted. consideration should be given to descending to warmer air.
Closely monitor for excessive 0;1 pressure as the propeller is
unfeathered. Allow the engine to warm up at minimum governing
RPM and 15 inches of manifold pressure.
1.
2.
3.
4.
5.
6.
33
NOTE .. , The eng ine will run quite rough until the propeller leaves the
feathering range. Expect a fairly rapid surge of power as the engine
accelerates to minimum governing RPM.
c. Oil Pressure - Within limits, will probably be quite low if oil iscold.
If no oil pressure is indicated, engine damage may occur if the restart
is continued.
d. Throttle - Adjust to 15-20 inches manifold pressure until engine
temperature reaches operating range.
b.
NOTE ... If propeller does not unfeather or the engine does not turn,
return the propeller control to the feather position and secure the
engine.
c.
10.
11,
Power - AS REQUIRED.
34
SECTION IV
ENGINE PERFORMANCE AND CRUISE CONTROL
2. To determine
precedure:
actual
horsepower,
emplov the
following
a.
b.
Locate RPM and manifold pressure on sea level curve (point "S").
c.
d.
e.
(2)
4-1
4--2
~-
~ 1\
~-
\ \
1\
'"
R'"
...a:
1\
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\\\
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a:
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a:
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\ \
\ \\
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CD
a:
w
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"I
i i
'I i
4-3
3c
I
F.T. ADMP
8
6
4
P. T. ADMP ~
f.---
....-J
v
/
/'/
F.1. CBHP ./
hr.
....
200
180
~
I
.450
. .coo
120
~ :--.....
tS50
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'"
160
'.
260
CBHP
/
!i
280
/
1.650
300
P.T. BSFf'--
100
l
..............F. T. 8SFC
r-..
I
2000
2100 2200
2300
2400
2500
2600
2700
INGINI ,PM
4-4
S~A
LEVEL PRFORMANCE
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r--
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trm mrtn,
1900
2100
2300
2500
2700
2900
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4-1
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............
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.
....--:::~ 1
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'T.I
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210
BRAKE HORSEPOWER
, iil'
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I
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Bi
6.
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~ .600
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2
00
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I 00
I
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~, 40
I
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,
1700
I
1900
2100
2300
2500
2700
ENGINE RPM
410
I!
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:
~
280
l/<
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~/
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V
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1900
FIG. 11.
2100
2300
2500
2700
2900
4-13
4-14
1111
"l1
160 -
1.
150 -
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2100
2300
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FIG. 14.
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~n....
I
4-17
....
dmi, , . .
nw ..... ,
mr
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NOTE:
!-O
160;-
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Qo.
"%'l
150
t""
140 f-
c:
~
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eo
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120
CD
....:cen
:D
'C.'1~\..
1-901--+--+-~1----jf--,.....q.",'C.p..~
.-110
~ ~~y~O::: V-CfI,'u,c;,'i;.__~ ~
~~V V~ sl%
/
V 55%I
.,./'
f-70
f-SO
I---"""
V,"
V.!.
75'Ko
~,...........-
VI
~.
~ J:~__+_r.:-t
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........t:: ~u\..\..~V-
J:I:O
t""
.
I t
1101l----+--+--f----+--j--I---+-+-1
I I!
I
I
I .
45'"
f-W~~~-+--~--+--~~---+--~--+---~
'10
I~O
160
ISO
200.
220
I
iLl
rm'm
BRAKE HORSEPOW
FULL TIiROTTLE
./'
V
,/'
FULL THROTTLE
//
./'
260
300
260
2JO
'/
1/
~OP.LOAD
160
/
/
l! 6 S
0
....
~ .60 0
~ .550
120
'-.......
FULL RICH
I 00
.........
~ ............
...........
f 500
FULL THROTTLE
r-+:----r--.
PROP. LOAD
.450
1900
FIG. 17.
2)00
ZJOO
2500
"
2900
4-19
-11
I
-. 1
f----+-
_I
t f
,
L.
'
-f-__ .
HOASf'"OWER
...1 lfAO A...... _
f- r-
-+-
-0--
J ~~VV
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+~ /.t!!J /"
vVkv~
~
~/ j,.L"
/.k:~
./~
/'
lOU
".
200
..0
R~ ~~ ~)"'--;;'toMM'NO'D
FUEL WIXTURE
~~~~~V
~~~
C-
lB
19
21
l5
1)
1<"
'20
'DO
100
OO
160
1"/0
50
'1
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~
~~~:;~~~ /"~~ tz=~kS:;~ ~~~~~t:-V~ I-- f - 14"'""
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t;:I:I
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: 15'0\ POWER
60
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NOTE:
I
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130
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'
l",dlliiliiJl I Ii II i f l " ' ' ' ' ' ' ''''!''iI ' ,IIililli
ISO
170
""II ..
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210
'90
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no
BR,t.KE I-IORUPOWe R
~
~
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ADMP
I
./
I.,.......V"
l.--L----
/'"
0
I
'8
lULL THROITLE -
B~
,/
./
I!
LOAD - BHP
~ .550
7-=:I':........
...'"
::>
.SOO
80
t 60
I
40
~/
~
o
~ ,600
220
~ ,6~O
260
240
~ROP.
:r
280
a:
lOO
V
.700
I
,
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LOlD - 85FC
FU~L THROTTLE~
.450
E' 00
eo
ml rlTI
nTI
1900
2'00
230D
2500
2700
!TIl
2900
ENGINE RPM
FIG. 20.
4-22
20
1=
1700
ALT
i}-+---1--+-!--+----+-HORS.POWER
ATUROR.""
\
--+-+-+-~
:JOO
+-+----h
280
/rA
'
..~L[...d
~~~-+-r-r7V~~~~~~~~ ~ I~
/J;::;~>: V
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it--+--+-t---t-~-3;~?"b~-ii~-(:I:""~H/-7-q~,'" b-::::":
'0
20
.200
Id.'iBo-00
~~~~$v/V, ~""'~V
~~~~~~~'.p>,
:
~+_~~~~~~~~r.,f~ ~~-+~1
~~~~V1
~~
19
2'0
21
12
AIU. cRY
2l
...uN. FOLD
24
25
26
'21
FIG. 21.
18
loo~
~~~---t--+-t-~--:
6/l
29
I~E~~~~
~.
00
t.
120
i i i
18
I,
i :
R3~
~~t--r-t-+-+-J~-
,"00
il--+--+--+--\--+-+--+------J;..../7t~; /'::v
r:.,
FULL THf'.OnlE:
":1:3
30
il'RE$
SECTION V
ABNORMAL ENVIRONMENTAL CONDITIONS
Three areas of operation may require special attention. These are (a)
extreme cold weather, (b) extreme hot weather and (c) high altitude
ground operation. The fol/owing may be helpful to the operator in
obta in i ng satisfactory engine performance under adverse conditions.
PREHEATING.
The use of preheat and auxiliary power (battery cart) will facilitate
starting during cold weather and is recommended when the engine
has been cold soaked at temperatures of 10F. and below. Succesful
starts without these aids can be expected at temperatures below
normai, provided the aircraft is in good condition and the ignition and
fuel systems are properly maintained.
WARNING ... Superficial application of preheat to a coldsoaked engine can have disastrous results.
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. Typically, heat is applied to the upper portion of the engine
for a few minutes after which the engine is started and normal
operation is commenced. The operator may be given a false sense of
security by indications of oil and cylinder temperatures as a result of
preheat. Extremely hot air flowing over the cylinders and oil
temperature thermocouples may lead one to believe the engine is
quite warm; however. oil in the sump and filter are relatively remote
and will not warm is rapidly as a cylinder. for example, even when
heat is applied directly. Oil lines are usually "lagged" with material
which does an excellent job of insulating.
Congealed oil in such lines may require 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. Improper or insufficient application of preheat and the
resulting oil and cylinder temperature indications may encourage the
pilot to expedite his ground operation and commence a takeoff
prematurely. This procedure only compounds an already bad
situation.
Proper procedures require thorough application of preheat to all parts
of the engine. Hot air should be applied directly to 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.
52
Before sta rting is attempted, turn the engine by hand or starter until it
rotates freely. After starting, observe carefully for high or low oil
pressure and continue the warm-up until the engine operates
smoothly and all controls can be moved freely. Do not close the cowl
flaps to facilitate warm-up as hot spots may develop and damage
ignition wiring and other components.
2. Hot air should be applied primarily to the oil sump and filter area.
The oil drain plug door or panel may provide access to these areas.
Continue to apply heat for 15 to 30 minutes and turn the propeller, by
hand, through 6 or 8 revolutions at 5 or 10 minute intervals.
3. Periodically feel the top of the engine and, when some warmth is
noted, apply heat directly to the upper portion of the engine for
approximately five minutes. This will provide sufficient heating of the
cylinders and fuel lines to promote better vaporization for starting. If
enough heater hoses are available, continue heating the sump area .
Otherwise, it will suffice to transfer the source of heat from the sump
to the upper part of the engine.
4 . Start the engine immediately after completion of the preheating
process. Since the engine will be warm, use normal starting
procedure .
NOTE . .. Since the oil in the oil pressure gauge 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 throttles, if necessary. to
ma intain 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
aproach this RPM in increments to prevent oil pressure from
exceeding 100 psi.
53
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 nat allow the RPM to drop more
than 300 RPM below minimum governing speed.
NOTE ... Continually monitor oil pressure during run up.
7.
8. When the oil temperature has reached 100F. and oil pressure
does not exceed 80 psi at 1700 RPM, the engine has been warmed
sufficiently to accept full rated power.
2.
3.
Mixture - Rich.
4.
Throttle - Open.
7.
Starter - Engage.
5-4
a.
b.
Fuel flow
c.
Any oil pressure indication other than steady and within limits.
d.
Engine roughness .
excessive~y
high or low.
55
5-6
57
SECTION VI
ENGINE DESCRIPTION
I:
0:
520:
Letter:
6-1
6-2
GOVERNOR
PAD
~
W
FIG. 22.
OIL TEMPERATURE
CONTROL VALVE
TO PROPELLER ___
~/'~ ______
OIL COOLER
GOVERNOR PAD
11'
~
- - - - OIL SUCTION
-'-'-'- OIL THRlI RELIEF VALVE
............ OIL THRU OIL TEMPERATURE
CONTROL VALVE
- - - OIL UNDER PRESSURE
.----- 01 L FROM GOVERNOR
FIG. 23.
INDUCTION SYSTEM.
The air induction system used on the 10-520 Series Engines consists
of intake tubes, a balance tube, connecting hoses, clamp assemblies
and a combination air throttle and fuel metering control. The air
throttle assembly may be located at the rear of the engine supported
be brackets. or below the oil sump supported by an inverted manifold
assembly or bolted to a cast aluminum oil sump. The air throttle on
the 10-520-M is airframe mounted and connected to the riser by a
flexible duct. The intake manifold and balance tube are mounted
below the cylinders. The intake duct and filter are provided by the
aircraft manufacturer.
IGNITION SYSTEM.
Conventional twin ignition is provided by two magnetos. The left
magneto fires the 1-3-5 lower and 2-4-6 top spark plugs. while the
right magneto fires the 1-3-5 top and 2-4-6 lower spark plug.
a. Torque from the engine crankshaft is transmitted through ~he
camshaft gear to the magneto drive coupling. The magneto coupling
incorporates an impulse coupling . As the rubber bushings in the
drive gear turns the coupling drive lugs. counterweighted latch
pawls. inside coupling cover, engage pin on the magneto case and
hold back the latch plate until forced inward by the coupling cover.
When the latch plate is released, the coupling spring spins the
magneto shaft through its neutral position and the breaker opens to
produce a high voltage surge in the secondary coil. The spring action
permits the latch plate. magnet and breaker to be delayed through a
lag angle of 30 degrees of drive gear rotation during the engine
cranking period. Two stop pins in the case and two lobes on the
breaker cam produce two sparks per revolution of the drive shaft.
After engine is started, counterweights hold the latch pawls clear of
the stop pins and the magnet shaft is driven at full advance.
6-5
5
4
IGNITION SWiTCH
20-
RIGHT MAG.
LEFT MAG.
~----~--""'-+""'~--""''''''~--~Ol
~...............~..........~------.....--------~
&
L---------------------os
FIG. 24.
rriliC 010(1
WIRING DIAGRAM.
6-6
FUEL SYSTEM.
The fuel injection system is of a multi-nozzle continuous flow type
which controls fuel flow to match engine air flow. Any change in air
throttle position, engine speed, or a combination of both, causes
changes in fuel flow in the correct relation to engine air flow. A
ma nua I m ixtu re controij and a pressure ga uge indicating metered fuel
flow are provided for precise leaning at any combination of altitude
and power setting. As fuel flow is directly proportioned to metered
fuel pressure, settings can be predetermined and fuel consumption
can be accurately predicted.
The continuous flow system permits the use of a typical rotary vane
pump with integral relief valve in place of a much more complex and
more expensive plunger type pump. The relief valve maintains
maximum fuel flow under full power conditions. With this system
there is no need for an intricate mechanism for timing injection to the
engine.
The fuel injector pump is equipped with a vapor separator where the
vapor is separated from liquid fuel by swirling action . Vapor is
returned to the fuel tank. The fuel injector pump forces liquid fuel into
the fuel-air mixture control assembly.
The fuel-air mixture control assembly controls the amount of intake
air admitted into the intake manifold, and meters the proportionate
amount of fuel to the manifold valve. The assembly has three control
units; one for air in the air throttle assembly, and two for the fuel-air
control unit.
a. The air throttle assemblv includes a butterfly valve which
controls the amount of air entering the intake manifold. This valve is
controlled by a lever which is connected to the aircraft throttle
control .
6-7
'T'
t'CI
NOZZLE ASSEMBLY
IDLE MIl<TURE
ADJUSTMENT
THROTTLE UNKAG~
FUEL TO AlR
IDLE SPEED
ADJUSTMENT
, _ THROTT
LEVER
AlR THROTTLE
ASSEMBLY
The fuel manifold valve contains a diaphragm chamber and necessary outlet ports which connect to the fuel injector lines. The springloaded diaphragm works with a ported plunger which distributes the
precise amount offuel, through fuel injector lines, to the fuel injector
nozzles in the cylinders. Ambient air is used to vent the nozzles.
CYLINDERS.
Before assembly the aluminum cylinder heads are heated and
screwed on to the steel alloy barrels. The valve guides and seats are
pressed into the hot cylinder head. When the entire unit has cooled, a
permanent cylinder assembly results. Replaceable helical coil
inserts are installed in the spark plug ports.
VALVES.
Exhaust valves are faced with a special heat and corrosion-resistant
material and the valve stems are chromed for wear resistance. Oil fed
to the hydraulic valve lifters, under pressure from the main galleries,
lulbricates the lifter guide surfaces and fills the reservoirs inside the
lifters. Oil from the liners which reaches the pushrod ends flows
through the pushrods to the rocker arms. Each rocker directs a
portion of its oil through a nozzle for the respective valve stem. Oil is
returned to the crankcase through the pushrod housings, which are
sealed to the cylinder head and crankcase by rubber seals. Drain
holes in the lifter guides direct returning oil to the sump.
6-9
SECTION VII
SERVICING AND INSPECTION
SERVICING.
Maximum efficiency and engine service life can be expected when a
sound inspection program is followed. Poor maintenance results in
faulty engine performance and reduced service life. Efficient engine
operation demands careful attention to cleanliness of air, fuel, oil and
maintaining operating oil temperatures within the required limits.
Good common sense is still the rule, but certain basic maintenance
and operational requirements. that we find widely disregarded, do
determine. to a large degree, the service life of the modern aircraft
engine.
Fuel (Min. Grade)
Normal Service
All Temperatures
15W-50
20W-50
Or if temperatures are:
Below 40F.
Above 40 o F.
Ambient Air Temperature (Sea Level)
SAE30 or 10W-30
SAE 50
50 Hrs.
100 Hrs.
71
APPROVED PRODUCTS.
Supplier
Brand
Aeroshell Oil W
Continental Oil
Conoco Aero S
Texaco. Inc.
Castrolaero AD Oil
Pennzoi[ Company
Sinclair Avoil
BP Aero Oil
BP Oil Corporation
Quaker State Oil & Refining Co.
72
INSPECTIONS.
The following procedures and schedules are rcommended for
engines which are subjected to normal operation . If the aircraft is
exposed to severe conditions, such as training, extreme weather, or
infrequent operation, inspections should be more comprehensive
and the hourly intervals decreased.
50 HOUR INSPECTION.
Detailed information regarding adjustments, repair and replacement
of components may be found in the appropriate Overhaul Manual.
The following items should be checked during normal inspections :
,.
Engine Conditions:
Check
Check
Check
Check
Check
Oil Filter :
Replace filter.
3.
Air Filter:
4.
5.
Magnetos:
6.
General:
73
7.
8.
Engine Condition:
1.
Oil:
2.
Valves/Cylinders:
Inspect.
4.
Control Connections:
6. Fuel Nozzles:
7.
Exhaust:
8.
Check operation.
9.
Spark Plugs:
10.
Oil Filter:
Replace.
7-4
11 .
Magnetos:
12.
Control Unit:
14.
15 .
16.
17.
18.
Engine Condition:
7-5
SECTION VIII
WARNING . . . Do not attempt to use this manual as a
guide for performing repair or overhaul of the engine. The
Engine Overhaul Manual and applicable Service Bulletins
must be consulted for such operations.
TROUBLE SHOOTING
The trouble shooting chart which follOWS, discusses symptoms which
can be diagnosed and interprets the results in terms of probable
causes and the appropriate corrective action to be taken .
For additional information on more specific trouble shooting
procedures, refer to Maintenance and Overhaul Manual.
All engine maintenance should be performed by a qualified
mechanic. Any attempt by unqualified personnel to adjust. repair or
replace any parts, may result in damage to the engine.
WARNING .. . Operation of a defective engine without a
preliminarv examination can cause further damage to a
disabled component and possible injury to personnel . By
careful inspection and trouble shooting. such damage and
injury can be avoided and, in addition. the causes of faulty
operation can be determined without excessive
disassembly.
81
1. Engine will
CORRECTIV
PROBABLE CAUSE
TROUBLE
a.
a.
b.
b.
c.
c.
a.
Inadequate fuel to
manifold valve
b.
not start
CD
Check fuel co
pump "ON" a
filters open,
Turn off auxi
throttle to "F
"IDLE CUT-O
ders of exces
2. Engine starts
but fails to
keep running
b.
Check for be
at fuel nozzle
fold valve.
Check acces
Tighten loos
plugs.
TROUBLE
3 . Engine runs
a.
a.
Readjust idle
richen mixtu
mixture.
b.
b.
Remove and
defective plu
a.
a.
Readjust idle
b.
b.
Tighten loos
of linkage, s
c.
Check acces
defective sp
a.
a. Check manif
rough at idle
co
4.
Engine has
poor acceleration
5. Engine runs
rough at
speeds above
idle
CORRECTIV
PROBABLE CAUSE
connections
ting and adj
for dirt. Che
replace pum
5. Continued
6. Engine lacks
CD
.;,.
CORRECTIV
PROBABLE CAUSE
TROUBLE
b.
b.
Remove and
c.
c.
a.
Incorrectly adjusted
throttle control. "sticky"
linkage or dirty air
cleaner
a.
Check. movem
idle to full th
replace worn
b.
b.
Inspect spark
carbon depos
adjusted elec
Test plugs for
damaged or
0.015 to 0.01
c.
c.
Inspect entire
at connection
tighten all co
d.
d.
Check for re
replace as ne
PROBABLE CAUSE
TROUBLE
7. Low fuel
pressure
CD
High Fuel
Pressure
a.
Check mixture
restrictions in
and clean filter
b.
b. .Check operatio
contact with co
obtain correct
c.
c.
d.
d.
Replace pump.
a.
a.
b.
b.
Replace fuel in
c.
Restricted re-circulation
passage in fuel injector
pump
c.
Replace pump
c:"
8.
CORRECTIVE
l'ROUBLE
9. Fluctuating
a.
B.
Normally. oper
system. Opera
b.
b.
Drain gauge li
c.
Restriction in vapor
separator vent
c.
a.
a.
b.
b.
Defective vern
restriction. Re
c.
c.
a.
a.
Check fuel co
OFF" position
"OFF". Check
Replace defec
Fuel Pressure
c:)
in
CORRECTIVE
PROBABLE CAUSE
SECTION IX
STORAGE AND REMOVAL FROM STORAGE
A.
a.
Operate the engine until the oil temperature reaches the normal
range. Drain the oil supply from the sump as completely as possible,
and replace the drain plug.
b. Fill the sump to the ful[ mark on the dipstick gage with M[L-C6529 Type II oil which will mix with normal oil, which is suitable as a
lubricant, and will provide protection against corrosion.
c. Run theengineat least five minutesat a speed between l000and
1200 RPM with the oil temperature and cylinder head temperature in
the normal operating range.
2.
9-1
a. if the engine has a total time of more than twenty-five (25) hours.
the MIL-C-6529 oil shall be drained after B ground warm-up. Install
the TCM recommended oil before flight. It should be noted that MILC-6S29 Type II is the TeM recommended oil for the first twenty-five
1(25) hours of flight.
lB.
I
Nucle Oil 105
Petro teet VA
I
I
c.
9-2
2.
a.
9-3
SECTION X
GLOSSARY
100
Brake horsepower
200
--------------------=
=.5
101
102
10-3
T.D.C. - Top Dead Center. The position in which the piston has
reached the top of its travel. A line drawn between the crankshaft
rotational axis, through the connecting rod end axis and the piston pin
center would be a straight line. Ignition and valve timing are stated in
terms of degrees before or after T.D.C.
THERMAL EFFICIENCY - Regarding engines, the percent of total
heat generated which is converted into useful power.
TORQUE - Twisting moment, or leverage, stated in pounds-foot (or
pounds-inch).
10-4
105