CMM Continental

IOF-240-B
CONTINENTAL® AIRCRAFT ENGINE
MAINTENANCE
AND
OVERHAUL
MANUAL
Technical Portions Accepted by the Federal Aviation Administration
Publication M-22 CHANGE 1

©
2011-2012 CONTINENTAL MOTORS, INC. JUN 2012
Supersedure Notice
This manual is a revision of the contents of IOF-240 series engine maintenance and overhaul information contained
in Publications M-22, dated August 2007 and OH-22, dated September 2007. Previous editions are obsolete upon
release of this manual.
Effective Changes for this Manual

0 .......... 31 October 2011
1 ............... 15 June 2012
List of Effective Pages

Document Title: IOF-240 Series Engine Maintenance and Overhaul Manual
Publication Number: M-22 Initial Publication Date: 31 October 2011
Page Change Page Change Page Change Page Change
Cover............................ 1 13-1 thru 13-22 .............0
A................................... 1 14-1 thru 14-10 .............0
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1-1 thru 1-10................. 0 16-1 thru 16-24 .............0
2-1 thru 2-28................. 0 17-1 thru 17-56 .............0
3-1 thru 3-21................. 0 18-1 thru 18-6...............0
3-22 thru 3-23............... 1 A-1 thru A-4 ..................0
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Published and printed in the U.S.A. by Continental Motors, Inc.
Available exclusively from the publisher: P.O. Box 90, Mobile, AL 36601
Copyright ©2011-2012 Continental Motors, Inc. All rights reserved. This material may not be reprinted, republished, broadcast, or otherwise
altered without the publisher's written permission. This manual is provided without express, statutory, or implied warranties. The publisher will
not be held liable for any damages caused by or alleged to be caused by use, misuse, abuse, or misinterpretation of the contents. Content is
subject to change without notice. Other products and companies mentioned herein may be trademarks of the respective owners.
A IOF-240 Series Engine Maintenance and Overhaul Manual

CHANGE 1 15 June 2012
Service Document and Technical References
Technical information in the service documents listed below relevant to the engine models
covered by this engine manual have been incorporated in this manual. The full content of active
Continental Motors service documents is available on http://continentalmotors.aero. Refer to
Section 1-3, “Contact Information” for Continental Motors web site details.
Service Document Subject Affected Chapter

M64-18, Turbocharger Field Conversion Engine Modification N/A
M72-17R1, Maximum Weight Difference Allowance Between E n g i n e A s s e m b l y a n d
10, 15, 17
Connecting Rods and Pistons in the Same Engine Overhaul
Cylinder Repair and
M73-13, Reaming and Bushing Rocker Shaft Bosses 10, 15, 17
Overhaul
M75-6R1, Conversion of Engines From One Model to Another Engine Configuration N/A
M76-4, Installation Of Propeller Shaft Or Nose Oil Seals Oil Seal Replacement 10, 15, 17
Engine Installation and Oil
M76-5R1, Remote Mounted Oil Coolers 4&5
Servicing
M81-25, Exhaust Flange to Cylinder Installation Procedures Engine Installation 5
M87-15, Alternator Ground Strap Alternator Replacement N/A
M88-9, Lightning Strikes Unscheduled Maintenance 7
M88-10, Contaminated Fuels Unscheduled Maintenance 7
M89-7R1, Engine Operation after Cylinder Replacement and/or
Engine Operation-break-in 5, 7 & 18
Major Overhaul
M89-9, Excessive Crankcase Pressure Unscheduled Maintenance 6 & 8
M90-13, Exhaust Valve Stem Corrosion/Erosion Inspection & Overhaul 7, 10 & 15
M90-17, Crankcase Inspection Criteria Inspection 10 & 15
M91-4, Piston Identification and Piston Ring Application Bulletin Piston Replacement 10 & 17
M91-9, Cam and Lifter Lubrication during Rebuild Overhaul 10 & 16
M93-8, Rocker Arm to Rotocoil Clearance Rocker Arm Clearance 10 & 15
SIL93-11A, New Service Document Format Service Documents 1
MSB93-12, Valve Retainer Key Installation Inspection Inspection 10, 15 & 16
SIL93-14, CFC Compliance N/A N/A
SIL93-15, General Practices for Installation of Lock Wire, Tab
Standard Practices Appendix C
Washers, and Cotter Pins
SIL94-5, Mobil AV-1 Oil Authorized Lubricants 3
SB95-2, Inspection and Maintenance of Engine Control Cables
Inspection 6
and Linkage
SB95-3B, Alternator/Generator Drive Couplings Inspection 6, 10 & 15
SIL95-5, Hose and Tubing Installation Hose and tubing installation Appendix C
SB96-7C, Torque Limits fastener torque Appendix B
SB96-11B, Propeller Strikes and Hydraulic Lock Scheduled Inspection 6
SB96-12, Continued Airworthiness for TCM Cylinders Scheduled Inspection 6 & 10
SIL97-1, Airworthiness Limitations Airworthiness Limitations 4
SID97-2B, TCM Cylinder Warranties N/A N/A
SID97-4C, Cylinder Bore and Piston Fit Specifications Overhaul & Service Limits 10 & Appendix D
Engine Inspection &
SB97-6B, Mandatory Replacement Parts Throughout
Assembly
IOF-240 Series Engine Maintenance and Overhaul Manual i

31 October 2011
Service Document Subject Affected Chapter
10 & 15, 16, 17 &
CSB98-1B, Intake and Exhaust Valve Inspection Service Limits
App. D
Eng ine Specifications,
SIL98-9A, Time Between Overhaul Periods 2&6
Scheduled Maintenance
Engine preservation and
SIL99-1, Engine Preservation for Active and Stored Aircraft r e t ur ni ng a n en g i n e t o 9
service after storage
SIL99-2C, Current Listing of Sealants, Lubricants and Adhesives
Materials Throughout
Authorized by TCM
SB99-8, Engine Fuel Injection System Preservation Engine Storage 5
SB00-4A, Australian AVGAS Contamination Inspection and Operation 6
SIL00-7A, Oil Gauge Rod Application Oil Servicing 6
SIL00-9A, Engine Data Plates N/A N/A
SIL03-1, Cold Weather Operation – Engine Preheating Preheating procedures 7
SIL03-2B, Currently Active Approved Spark Plug Application Spark plugs 2&6
SIL03-3, Differential Pressure Test and Borescope Inspection Inspection Criteria 6
SIL04-2, Cylinder Barrel Ultrasonic Inspection N/A 10, 15
SB04-10, Piston Pin Marking Overhaul Repairs 10 & 15
SB04-11, Valve Guide Application, Installation and Reaming Valve Guide Repairs 10 & 15
SIL04-12A, TCM Authorized Engine Adjustments, Component
Engine Specification 2, 5, 10 & 17
Replacement and Repositioning
SID05-1, Design, Operation and Maintenance of TCM Camshafts
Inspection Criteria 15 & Appendix D
and Hydraulic Lifters
SB05-2, Overspeed Limitations Unscheduled Maintenance 6 & 7
SIL05-3, Engine Specification Numbers Engine Specification 2
SB07-1, Connecting Rod Piston Pin Bushing Inspection Inspection 15
SB08-3A, Throttle & Mixture Control Arms N/A N/A
Engine Specification,
SB08-4, Fuel Injection System Contamination 5, 6, 10
Inspection, Replacement
Induction System
SB08-13, Induction System Hose and Clamp Installation 6, 10 & 17
Inspection & Assembly
SB09-14, Crankshaft Corrosion Treatment Engine Inspection 6
ii IOF-240 Series Engine Maintenance and Overhaul Manual

31 October 2011
Service Documents Released After Publication
Continental Motors strives to provide clear, concise, and accurate information and instructions
based on best known engineering data at the time of publication. Ongoing process improvements
may change a specification or procedure after a manual is released. Service documents, defined in
Chapter 1, expedite customer notification and serve as the prevailing instruction over conflicting
information until the new information is incorporated in the manual text. As service documents
are received, note the service document number, release date, title, and applicable section affected
by the service document in the blank cells below and insert a copy of the service document behind
the last page of this section. Make pen & ink corrections, where appropriate, to the original text in
the manual with a citation to the service document; i.e. see SB9X-1. For paragraphs or entire
sections, draw an "X" through the affected information in the manual and reference the service
document containing the correction.
Service Bulletins Release After This Manual
Bulletin Number: Release Date: / / Affected Sections:
Title:
Title:
Title:
Title:
Title:
Title:
Title:
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Title:
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Title:
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31 October 2011
Service Bulletins Release After This Manual
Title:
Title:
Title:
Title:
Title:
Title:
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iv IOF-240 Series Engine Maintenance and Overhaul Manual

31 October 2011
PREFACE
Continental Motors provides Instructions for Continued Airworthiness based on the design,
testing, and certification of engines and parts for which Continental Motors is the holder of the
Type Certificate (TC) or Parts Manufacture Approval (PMA) issued by the Federal Aviation
Administration (FAA). Instructions in our manuals, which include maintenance, repair limits,
overhaul, and installation, are applicable only to engines and parts supplied by Continental
Motors.
This manual, applicable service documents, and other related publications constitute the
Instructions for Continued Airworthiness (ICAs) prepared by Continental Motors and accepted by
the FAA. Pursuant to Federal Aviation Regulation (FAR) § 43.13, each person performing
maintenance, alteration, or preventive maintenance on the engine or accessories must use
methods, techniques, and practices prescribed in the ICAs.
Except for FAR part 43.3 authorized owner preventive maintenance, Continental Motors ICAs are
written for exclusive use by FAA (or equivalent authority) licensed mechanics or FAA (or
equivalent authority) certified repair station employees working under the supervision of an FAA
licensed mechanic. Information and instructions contained in this manual anticipate the user
possesses and applies the knowledge, training, and experience commensurate with the
requirements to meet the prerequisite FAA license and certification requirements. No other use is
authorized.
Installation of aftermarket parts on a Continental Motors engine constitutes a deviation from
approved type-design criteria. Continental Motors has not participated in design, test, or
certification of any aftermarket parts. Continental Motors does not provide product manufacturing
specifications to aftermarket parts manufacturers and accepts no liability for the suitability,
durability, longevity, or safety of such parts installed on Continental Motors engines. Installation
of aftermarket parts on a Continental Motors engine must be performed using Instructions for
Continued Airworthiness prepared by the manufacturer and accepted by the FAA for the subject
installation. Continental Motors ICAs must not be used for such parts.
Service documents may contain general information or information specific to a group of engines
or be in effect for a limited time frame. Service Documents may also contain advance changes to
the ICAs. It is the responsibility of the organization/person maintaining or operating the engine to
verify that current and complete information, including Service Documents, FAA Airworthiness
Directives (ADs), and publications are used.
To facilitate the use of current data, Continental Motors provides information via the Internet at
http://genuinecontinental.aero. The information available includes a listing of the latest manual
versions, service documents, FAA ADs, and other information applicable to the ICAs. This
information is free of charge to Continental Motors engine owners by completing the registration
form on the web site.
Manuals published since 2003 are available online at the Continental Motors web site to Fixed
Base Operators (FBOs) who subscribe to Continental Motors’ Internet Service. Information
available to engine owners is also available to Fixed Base Operators at the Continental Motors
web site. Refer to "Publication Access" in Section 1-2.3.
IOF-240 Series Engine Maintenance and Overhaul Manual v

31 October 2011
Intentionally Left Blank
vi IOF-240 Series Engine Maintenance and Overhaul Manual

31 October 2011
TABLE OF CONTENTS
Chapter 1. Introduction
1-1. Scope and Purpose of This Manual ................................................................. 1-1
1-1.1. Effectivity Symbols...................................................................................................... 1-1
1-1.2. Advisories .................................................................................................................... 1-2
1-1.3. Using this Manual ........................................................................................................ 1-2
1-1.4. Compliance .................................................................................................................. 1-3
1-1.5. Order of Precedence..................................................................................................... 1-4
1-2. Publications...................................................................................................... 1-5
1-2.1. Service Documents ...................................................................................................... 1-5
1-2.2. Related Publications..................................................................................................... 1-6
1-2.3. Publication Access ....................................................................................................... 1-7
1-2.4. Publication Changes..................................................................................................... 1-7
1-2.4.1. Update/Change Distribution .............................................................................. 1-7
1-2.4.2. Suggestions and Corrections ............................................................................. 1-9
1-3. Contact Information ....................................................................................... 1-10
Chapter 2. Engine Description

2-1. General Engine Description............................................................................. 2-1
2-1.1. Engine Model Number Definition ............................................................................... 2-2
2-1.2. Cylinder Number Designations.................................................................................... 2-2
2-2. Detailed Engine Description ............................................................................ 2-3
2-2.1. Crankcase ..................................................................................................................... 2-3
2-2.2. Engine Drive Train...................................................................................................... 2-4
2-2.2.1. Crankshaft.......................................................................................................... 2-5
2-2.2.2. Connecting Rods................................................................................................ 2-6
2-2.2.3. Camshaft ........................................................................................................... 2-6
2-2.3. Accessory Case ........................................................................................................... 2-7
2-2.4. Cylinders .................................................................................................................... 2-10
2-2.4.1. Pistons.............................................................................................................. 2-11
2-2.4.2. Hydraulic Valve Tappets ................................................................................. 2-11
2-2.5. Lubrication System .................................................................................................... 2-12
2-2.5.1. Oil Pump.......................................................................................................... 2-13
2-2.5.2. Oil Sump.......................................................................................................... 2-13
2-2.5.3. Oil Pressure Relief Valve ................................................................................ 2-14
2-2.5.4. Oil Cooler Adapter .......................................................................................... 2-14
2-2.6. Ignition System .......................................................................................................... 2-15
2-2.7. Fuel System................................................................................................................ 2-16
2-2.7.1. Fuel Pump........................................................................................................ 2-17
2-2.7.2. Fuel Injectors ................................................................................................... 2-17
2-2.8. Starter Assembly ........................................................................................................ 2-19
2-2.9. Alternator ................................................................................................................... 2-19
2-2.10. Engine Cooling .......................................................................................................... 2-20
2-2.11. Induction System........................................................................................................ 2-21
2-3. Engine Specifications and Operating Limits ................................................. 2-22
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31 October 2011
2-3.1. Accessory Drive Ratios ............................................................................................. 2-24
2-3.1.1. Accessory Drive Pad ....................................................................................... 2-24
2-3.2. Performance Data ...................................................................................................... 2-25
Chapter 3. Special Tools and Supplies

3-1. Special Tools.................................................................................................... 3-1
3-1.1. Vendor Contact Information ........................................................................................ 3-7
3-1.2. Mechanic’s Tools ....................................................................................................... 3-21
3-2. Lubricants, Sealants and Adhesives .............................................................. 3-22
3-2.1. Engine Oil Specifications .......................................................................................... 3-22
3-2.2. Oil Change Intervals .................................................................................................. 3-24
3-2.3. Additives.................................................................................................................... 3-24
Chapter 4. Airworthiness Limitations

4-1. Mandatory Replacement Times ....................................................................... 4-1
4-2. Mandatory Inspection Intervals ....................................................................... 4-1
4-3. Other Related Procedures ................................................................................ 4-1
4-4. Distribution of Changes to Airworthiness Limitations.................................... 4-1
Chapter 5.Engine Removal & Installation

5-1. Engine Removal............................................................................................... 5-1
5-2. Engine Installation ........................................................................................... 5-7
5-2.1. Common Tools and Consumable Supplies Required .................................................. 5-7
5-2.2. Engine Receipt and Handling ...................................................................................... 5-8
5-2.2.1. Uncrating the Engine......................................................................................... 5-8
5-2.2.2. Crating an Engine for Shipping......................................................................... 5-8
5-2.2.3. Acceptance Inspection....................................................................................... 5-9
5-2.2.4. Engine Transport ............................................................................................... 5-9
5-2.3. Prepare the Airframe for Engine Installation............................................................. 5-10
5-2.4. Prepare the Engine for Installation ............................................................................ 5-11
5-2.5. Engine Installation Sequence..................................................................................... 5-12
5-2.5.1. Ground Strap Installation ................................................................................ 5-14
5-2.5.2. Electronic Control Unit Installation ................................................................ 5-14
5-2.5.3. FADEC Electrical Harness Connections......................................................... 5-17
5-2.5.4. Engine Pre-oiling............................................................................................. 5-23
5-2.5.5. Spark Plug and High Voltage Harness Installation ......................................... 5-25
5-2.5.6. Fuel Pump Connections................................................................................... 5-27
5-2.6. FADEC Confidence Check ........................................................................................ 5-29
5-2.7. Installation Inspection................................................................................................ 5-30
5-2.8. Preflight and Run-up.................................................................................................. 5-32
5-3. Engine Installation Drawings ........................................................................ 5-33
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Chapter 6.Maintenance Inspections
6-1. Inspection Program Introduction ..................................................................... 6-1
6-2. Inspection and Maintenance Schedule............................................................. 6-1
6-3. Scheduled Inspections...................................................................................... 6-2
6-3.1. One Time Post - Installation Inspections ..................................................................... 6-3
6-3.2. 25-Hour Initial Operation Inspection ........................................................................... 6-3
6-3.3. 50-Hour Engine Inspection .......................................................................................... 6-4
6-3.4. 100-Hour (Annual) Engine Inspection......................................................................... 6-5
6-3.5. 500-Hour Engine Inspection ........................................................................................ 6-6
6-3.6. Visual Inspection.......................................................................................................... 6-6
6-3.7. Engine Operational Check ........................................................................................... 6-8
6-3.7.1. Engine Operating Limits ................................................................................... 6-8
6-3.7.2. Maintenance Preflight Inspection ...................................................................... 6-9
6-3.7.3. FADEC System Engine Operational Check .................................................... 6-11
6-3.7.4. FADEC Operational Check Setup with Level I Diagnostic Software............. 6-12
6-3.7.5. FADEC Operational Check Setup with Calibrated Gauge.............................. 6-12
6-3.7.6. FADEC Engine Operational Check Procedure .............................................. 6-14
6-3.8. Engine Oil Servicing .................................................................................................. 6-17
6-3.8.1. Check and Replenish Engine Oil Level........................................................... 6-18
6-3.8.2. Oil Change ....................................................................................................... 6-19
6-3.8.3. Check for Oil Leaks......................................................................................... 6-20
6-3.8.4. Oil Trend Monitoring and Spectrographic Oil Analysis ................................. 6-20
6-3.8.5. Oil Sample Collection ..................................................................................... 6-21
6-3.9. Ignition System Maintenance.................................................................................... 6-22
6-3.9.1. Spark Plug Replacement.................................................................................. 6-22
6-3.9.2. Ignition Harness Installation............................................................................ 6-24
6-4. Adjustment Procedures .................................................................................. 6-26
6-4.1. Throttle Position Switch Adjustment......................................................................... 6-26
6-4.2. Fuel System Adjustment ............................................................................................ 6-29
6-4.3. Cylinder Inspections .................................................................................................. 6-32
6-4.3.1. Cylinder Visual Inspections............................................................................. 6-32
6-4.3.2. Differential Pressure Test ................................................................................ 6-34
6-4.3.3. Cylinder Differential Pressure Test ................................................................. 6-38
6-4.3.4. Cylinder Borescope Inspection........................................................................ 6-42
6-4.3.5. Cylinder to Crankcase Mounting Deck Inspection.......................................... 6-46
6-4.3.6. Baffle Inspection.............................................................................................. 6-47
6-4.3.7. Cowling Inspection.......................................................................................... 6-51
6-4.4. Crankcase Inspection ................................................................................................. 6-52
6-4.5. FADEC Backup Battery Inspection ........................................................................... 6-54
6-4.6. Fuel System Inspection .............................................................................................. 6-55
6-4.6.1. Fuel Distribution Block Service ...................................................................... 6-56
6-4.6.2. Fuel Filter Service ........................................................................................... 6-58
6-4.7. Engine Gauge Inspection ........................................................................................... 6-60
6-4.8. Engine Control Linkage Inspection ........................................................................... 6-60
6-4.9. Cylinder Drain Inspection .......................................................................................... 6-61
6-4.10. Throttle Position Switch Inspection ........................................................................... 6-61
6-4.11. Ground Strap Continuity Test .................................................................................... 6-62
6-4.12. Engine Mount Inspection ........................................................................................... 6-62
6-4.13. Induction System Inspection...................................................................................... 6-63
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6-4.14. Ignition System Inspection ........................................................................................ 6-65
6-4.15. Alternator Inspection ................................................................................................. 6-66
6-4.15.1.Alternator Drive Hub Inspection ..................................................................... 6-67
6-5. Unscheduled Maintenance............................................................................. 6-69
6-5.1. Propeller Strike .......................................................................................................... 6-69
6-5.1.1. Propeller Strike Inspection .............................................................................. 6-69
6-5.2. Hydraulic Lock Inspection......................................................................................... 6-70
6-5.3. Engine Overspeed Inspections................................................................................... 6-71
6-5.3.1. Category I Overspeed Inspection .................................................................... 6-71
6-5.3.2. Category II Overspeed Inspection ................................................................... 6-72
6-5.3.3. Category III Overspeed Inspection.................................................................. 6-72
6-5.4. Lightning Strike Inspection ....................................................................................... 6-72
6-5.5. Contaminated Fuel System Inspection ...................................................................... 6-73
6-5.6. Foreign Object Contamination Inspection................................................................. 6-73
6-6. Inspection Checklists ..................................................................................... 6-74
Chapter 7. Engine Operation

7-1. Introduction...................................................................................................... 7-1
7-1.1. FADEC Primary and Secondary Power Switches ....................................................... 7-1
7-1.1.1. Momentary FADEC Power Switches................................................................ 7-1
7-1.1.2. Toggle-Type Manual FADEC Power Switches ................................................ 7-2
7-1.2. FADEC Engine Condition Indications ........................................................................ 7-2
7-1.3. FADEC Fault Lamp Indications .................................................................................. 7-2
7-1.3.1. HSA Indications ................................................................................................ 7-3
7-1.3.2. HSA with a Battery Condition Monitor ............................................................ 7-3
7-1.3.3. Engine Data Interface ........................................................................................ 7-5
7-2. Flight Prerequisites .......................................................................................... 7-6
7-2.1. Oil Change Interval...................................................................................................... 7-6
7-2.2. Engine Fuel Requirements........................................................................................... 7-6
7-2.3. Flight Check and Break-In........................................................................................... 7-7
7-3. Normal Operation ............................................................................................ 7-9
7-3.1. Operational Requirements ........................................................................................... 7-9
7-3.2. Engine Start................................................................................................................ 7-10
7-3.3. Ground Run-up .......................................................................................................... 7-12
7-3.3.1. FADEC Power and Channel Check ................................................................ 7-13
7-3.4. Taxi Preparation ......................................................................................................... 7-14
7-3.5. Take-Off ..................................................................................................................... 7-15
7-3.6. Climb/Ascent ............................................................................................................. 7-15
7-3.7. Cruise ......................................................................................................................... 7-16
7-3.7.1. Best Power/Best Economy Switch .................................................................. 7-16
7-3.8. Descent....................................................................................................................... 7-17
7-3.9. Landing ...................................................................................................................... 7-18
7-3.9.1. Balked Landing ............................................................................................... 7-18
7-3.10. Engine Shutdown....................................................................................................... 7-19
7-4. Emergency Operation .................................................................................... 7-20
7-4.1. FADEC Fault Lamp Indications ................................................................................ 7-20
7-4.1.1. Red FADEC Annunciator lamp ...................................................................... 7-20
7-4.1.2. Yellow FADEC Annunciator lamp ................................................................. 7-21
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7-4.2. Engine Fire on Ground during Start........................................................................... 7-21
7-4.3. Engine Fire during Flight........................................................................................... 7-22
7-4.4. Smoke in the Cabin .................................................................................................... 7-22
7-4.5. In-Flight Primary Alternator Failure.......................................................................... 7-25
7-4.6. Engine Power Loss While Cruising ........................................................................... 7-26
7-4.7. Engine Power Loss After Takeoff.............................................................................. 7-26
7-4.8. In-Flight Restart ......................................................................................................... 7-27
7-4.8.1. In-Flight Restart with Propeller Windmilling ................................................. 7-27
7-4.8.2. In-Flight Restart with Propeller at Full Stop ................................................... 7-28
7-4.9. Emergency Landing ................................................................................................... 7-29
7-4.10. Precautionary Landing with Engine Power ............................................................... 7-29
7-4.11. High Cylinder Head Temperature .............................................................................. 7-30
7-4.12. High Oil Temperature ................................................................................................ 7-30
7-4.13. Loss of Oil Pressure ................................................................................................... 7-30
7-4.14. Loss of Fuel Pressure or Fuel Flow ........................................................................... 7-31
7-4.15. Low Voltage ............................................................................................................... 7-31
7-4.16. Rough Engine Operation............................................................................................ 7-31
7-5. Engine Operation in Abnormal Environments .............................................. 7-32
7-5.1. Engine Operation in Extreme Cold ............................................................................ 7-32
7-5.1.1. Engine Priming in Cold Weather..................................................................... 7-33
7-5.1.2. Engine Preheating............................................................................................ 7-33
7-5.2. Engine Operation in Hot Weather .............................................................................. 7-37
7-5.2.1. Cooling an Engine in Hot Weather.................................................................. 7-38
7-5.2.2. Engine Restart in Hot Weather ........................................................................ 7-38
7-5.2.3. Take-off and Initial Climb Out in Hot Weather .............................................. 7-38
7-5.3. Ground Operation at High Density Altitude .............................................................. 7-38
Chapter 8.Troubleshooting
8-1. Overview.......................................................................................................... 8-1
8-2. General Troubleshooting Chart........................................................................ 8-2
8-3. Induction System ............................................................................................. 8-4
8-3.1. Engine WIll Not Start................................................................................................... 8-4
8-3.2. Engine WIll Not Run ................................................................................................... 8-4
8-3.3. Engine Lacks Power/Manifold Pressure Low.............................................................. 8-5
8-4. Fuel Injection System ...................................................................................... 8-6
8-4.1. Fuel Injector Operational Check .................................................................................. 8-7
8-5. Charging System.............................................................................................. 8-7
8-6. FADEC System................................................................................................ 8-8
8-6.1. FADEC Level I Diagnostic .......................................................................................... 8-8
8-6.1.1. FADEC Power On Fault Isolation................................................................... 8-10
8-6.2. FADEC System Fault Isolation.................................................................................. 8-13
8-6.3. Electronic Control Unit (ECU) .................................................................................. 8-14
8-6.4. Speed Sensor Assembly ............................................................................................. 8-15
8-6.5. Manifold Air Pressure Sensor .................................................................................... 8-16
8-6.6. Fuel Pressure Sensor .................................................................................................. 8-17
8-6.7. Manifold Air Temperature Sensor ............................................................................. 8-18
8-6.8. Cylinder Head Temperature (CHT) Sensor................................................................ 8-19
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8-6.9. Exhaust Gas Temperature (EGT) Sensor................................................................... 8-20
8-6.10. Engine Diagnostic Interface....................................................................................... 8-21
8-7. Starter System ................................................................................................ 8-22
8-8. Ignition System.............................................................................................. 8-23
8-8.1. Ignition Harness and Spark Plug Diagnostics............................................................ 8-24
8-9. Lubrication System........................................................................................ 8-25
8-10. Engine Cylinders ........................................................................................... 8-27
8-11. Crankcase or Accessory Case........................................................................ 8-28
8-11.1. Excessive Crankcase Pressure ................................................................................... 8-29
8-12. Exhaust System............................................................................................. 8-29
8-13. Cabin Harness Functional Check................................................................... 8-30
8-13.1. Electrical Ground Check............................................................................................ 8-30
8-13.2. Enable Switch Check ................................................................................................. 8-31
8-13.3. Power Supply Check.................................................................................................. 8-32
8-13.4. Boost Pump Relay Check .......................................................................................... 8-33
8-14. FADEC Schematics ....................................................................................... 8-34
8-14.1. Connector Layout ...................................................................................................... 8-34
8-14.2. Schematic Symbol Legend ........................................................................................ 8-35
Chapter 9. Engine Preservation and Storage

9-1. Preserving and Storing an Engine.................................................................... 9-1
9-1.1. Engine Preservation Checklist ..................................................................................... 9-1
9-1.2. New or Unused Engine Storage................................................................................... 9-1
9-1.3. Temporary Storage....................................................................................................... 9-1
9-1.4. Indefinite Storage......................................................................................................... 9-3
9-1.5. Return an Engine to Service after Storage................................................................... 9-4
Chapter 10.Non-Overhaul Repair and

Replacement
10-1. Parts Replacement ......................................................................................... 10-1
10-2. Fuel Pump Replacement ............................................................................... 10-3
10-2.1. Fuel Pump Removal................................................................................................... 10-3
10-2.2. Fuel Pump Installation ............................................................................................... 10-4
10-3. Fuel Distribution Block Replacement ........................................................... 10-6
10-3.1. Fuel Distribution Block Removal .............................................................................. 10-6
10-3.2. Fuel Distribution Block Installation .......................................................................... 10-6
10-4. Starter Replacement....................................................................................... 10-8
10-4.1. Starter Removal ......................................................................................................... 10-8
10-4.2. Starter Installation...................................................................................................... 10-8
10-5. Alternator Replacement ............................................................................... 10-10
10-5.1. Direct Drive Alternator Removal ............................................................................ 10-10
10-5.2. New Alternator Preparation .................................................................................... 10-11
10-5.3. Direct Drive Alternator Installation........................................................................ 10-12
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10-5.4. Belt-Driven Alternator Removal............................................................................. 10-14
10-5.5. Alternator Bracket Removal .................................................................................... 10-14
10-5.6. Alternator Bracket Installation................................................................................. 10-14
10-5.7. Belt-Driven Alternator Installation .......................................................................... 10-14
10-6. Lubrication System Repair .......................................................................... 10-16
10-6.1. Oil Pump Repair or Replacement ............................................................................ 10-16
10-6.2. Tachometer Drive Adapter Replacement and Repair............................................... 10-18
10-6.3. Oil Sump or Oil Suction Tube Repair and Replacement ......................................... 10-20
10-6.4. Oil Cooler Removal and Replacement..................................................................... 10-21
10-6.4.1.Oil Cooler Adapter Removal ......................................................................... 10-22
10-6.4.2.Oil Cooler Adapter Installation ..................................................................... 10-22
10-6.4.3.Oil Cooler/Filter Adapter Removal ............................................................... 10-24
10-6.4.4. Oil Cooler/Filter Adapter Installation........................................................... 10-24
10-6.5. Oil Pressure Relief Valve Repair and Replacement................................................. 10-26
10-6.6. Oil Temperature Control Valve Inspection and Replacement.................................. 10-28
10-6.7. Lubrication Component Service Limits.................................................................. 10-29
10-7. Engine Cylinder Maintenance ..................................................................... 10-30
10-7.1. Valve Train Removal................................................................................................ 10-30
10-7.2. Hydraulic Tappet Removal ...................................................................................... 10-32
10-7.3. Engine Cylinder Removal ........................................................................................ 10-32
10-7.4. Engine Cylinder Dimensional Inspection ................................................................ 10-36
10-7.4.1.Cylinder Service Limits................................................................................. 10-40
10-7.5. Engine Cylinder Installation .................................................................................... 10-48
10-7.6. Hydraulic Tappet Installation................................................................................... 10-50
10-7.7. Valve Train Installation ............................................................................................ 10-51
10-7.8. Cylinder Torque ....................................................................................................... 10-54
10-8. Crankshaft Nose Oil Seal Replacement....................................................... 10-55
10-8.1. Crankshaft Nose Oil Seal Removal ........................................................................ 10-55
10-8.2. Crankshaft Nose Oil Seal Installation...................................................................... 10-56
10-9. Crankcase Repair ......................................................................................... 10-58
10-9.1. Crankcase Breather Replacement ............................................................................ 10-58
10-10. Engine Low Voltage Harness Lead Wire Repair and Sensor Replacement. 10-59
10-10.1. Engine Low Voltage Harness Connector Repair...................................................... 10-60
10-10.2. EGT Sensor and Lead Wire Replacement................................................................ 10-61
10-10.3. Non-EGT Sensor and Lead Wire Replacement ....................................................... 10-67
10-10.4. Throttle Position Switch Repair ............................................................................... 10-71
10-11. FADEC Component Replacement ............................................................... 10-72
10-11.1. 50-pin ECU or 25-pin SSA Connector Installation ................................................. 10-72
10-11.2. Ground Strap Removal............................................................................................. 10-75
10-11.3. Ground Strap Installation ......................................................................................... 10-75
10-11.4. Electronic Control Unit (ECU) Removal................................................................. 10-75
10-11.5. ECU Installation....................................................................................................... 10-76
10-11.6. Signal Conditioner Removal.................................................................................... 10-78
10-11.7. Signal Conditioner Installation ................................................................................ 10-79
10-11.8. SSA Operational Check ........................................................................................... 10-80
10-11.9. Fuel Injector Solenoid Removal .............................................................................. 10-82
10-11.10.Fuel Injector Removal ............................................................................................. 10-83
10-11.11.Fuel Injector Installation ......................................................................................... 10-83
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10-11.12.Fuel Injector Coil Installation ................................................................................. 10-84
10-11.13.Manifold Air Pressure Sensor (MAP) Removal ..................................................... 10-85
10-11.14.Manifold Air Pressure Sensor (MAP) Installation.................................................. 10-85
10-11.15.Fuel Pressure Sensor Removal................................................................................ 10-86
10-11.16.Fuel Pressure Sensor Installation ............................................................................ 10-86
10-11.17.Manifold Air Temperature (MAT) Sensor Removal............................................... 10-88
10-11.18.Manifold Air Temperature (MAT) Sensor Installation ........................................... 10-88
10-11.19.Exhaust Gas Temperature Sensor Removal ............................................................ 10-89
10-11.20.Exhaust Gas Temperature Sensor Installation ........................................................ 10-90
10-11.21.Cylinder Head Temperature (CHT) Sensor Removal ............................................. 10-92
10-11.22.Cylinder Head Temperature (CHT) Sensor Installation.......................................... 10-92
10-11.23.HSA with Battery Condition Monitor Removal ..................................................... 10-93
10-11.24.HSA with Battery Condition Monitor Installation.................................................. 10-94
10-11.25.Two Lamp HSA Removal....................................................................................... 10-95
10-11.26.Two Lamp HSA Installation ................................................................................... 10-95
10-11.27.EDI Replacement .................................................................................................... 10-95
10-11.28.Backup Battery Removal and Installation .............................................................. 10-95
10-11.29.Throttle Position Switch Replacement.................................................................... 10-96
Chapter 11. Engine Overhaul Introduction

11-1. Engine Overhaul ............................................................................................. 11-1
11-2. Overhaul Schedule.......................................................................................... 11-1
11-3. Overhaul Sequence ......................................................................................... 11-2
11-4. Overhaul Checklists........................................................................................ 11-3
Chapter 12. Engine Disassembly

12-1. Engine Disassembly Sequence ...................................................................... 12-1
12-2. Engine Low Voltage Harness Removal ......................................................... 12-2
12-3. Fuel Injection System Removal.................................................................... 12-4
12-4. Induction System Removal............................................................................ 12-6
12-5. Oil Cooler Removal....................................................................................... 12-8
12-5.1. Oil Cooler Adapter Removal ..................................................................................... 12-8
12-5.2. Oil Cooler/Filter Adapter Removal ........................................................................... 12-9
12-6. Starter Removal ........................................................................................... 12-10
12-7. Alternator Removal ...................................................................................... 12-11
12-7.1. Direct Drive Alternator Removal ............................................................................ 12-11
12-7.2. Belt Driven Alternator Removal.............................................................................. 12-12
12-8. Oil Sump Removal ...................................................................................... 12-14
12-9. Accessory Case Removal ............................................................................ 12-16
12-10. Oil Pump Removal ...................................................................................... 12-17
12-11. Exhaust System Removal ............................................................................ 12-18
12-12. Cylinder Baffle Removal ............................................................................. 12-18
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12-13. Engine Cylinder and Piston Removal .......................................................... 12-20
Chapter 13.Component Disassembly

13-1. Fuel Injection System Disassembly ............................................................... 13-1
13-1.1. Fuel Distribution Block Disassembly ........................................................................ 13-2
13-1.2. Fuel Filter Disassembly ............................................................................................. 13-4
13-2. Ignition System .............................................................................................. 13-6
13-3. Starter Disassembly ....................................................................................... 13-6
13-4. Accessory Case Disassembly......................................................................... 13-6
13-4.1. Accessory Case without Oil Filter Adapter .............................................................. 13-6
13-4.2. Accessory Case with Inboard Offset Oil Filter Adapter ........................................... 13-8
13-4.3. Accessory Case with Outboard Offset Oil Filter Adapter ...................................... 13-10
13-5. Engine Cylinder Disassembly...................................................................... 13-12
13-6. Crankcase Disassembly ............................................................................... 13-14
13-7. Engine Drive Train Disassembly ................................................................. 13-20
13-7.1. Camshaft Disassembly ............................................................................................. 13-20
13-7.2. Crankshaft Disassembly........................................................................................... 13-21
Chapter 14. Engine Cleaning

14-1. Engine and Component Cleaning .................................................................. 14-1
14-1.1. Cylinder Cleaning ...................................................................................................... 14-6
14-1.2. Piston Cleaning .......................................................................................................... 14-7
14-1.3. Cleaning Aluminum Alloy Parts................................................................................ 14-8
14-2. Dry Blasting ................................................................................................... 14-9
14-3. Vapor Blasting................................................................................................ 14-9
14-4. Protective Coatings ...................................................................................... 14-10
14-4.1. Alodine..................................................................................................................... 14-10
14-4.2. Aviation Oil.............................................................................................................. 14-10
14-4.3. Paint ......................................................................................................................... 14-10
Chapter 15.Overhaul Inspection and Repair

15-1. Engine Overhaul Inspection........................................................................... 15-1
15-2. Engine Overhaul Inspection Checklists ......................................................... 15-1
15-3. Visual Inspection............................................................................................ 15-1
15-3.1. Gear Tooth Inspection ................................................................................................ 15-2
15-4. Fluorescent Penetrant Inspection ................................................................... 15-3
15-5. Magnetic Particle Inspection ......................................................................... 15-4
15-5.1. Connecting Rod Magnetic Particle Inspection........................................................... 15-6
15-6. Dimensional Inspection ................................................................................. 15-7
15-6.1. Crankcase Dimensional Inspection ............................................................................ 15-7
15-6.2. Drive Train Dimensional Inspection ........................................................................ 15-11
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15-6.2.1.Connecting Rod Dimensional Inspection...................................................... 15-12
15-6.3. Engine Cylinder Dimensional Inspection ................................................................ 15-14
15-6.4. Lubrication System Dimensional Inspection........................................................... 15-15
15-6.5. Alternator Drive Hub Slippage Inspection .............................................................. 15-16
15-6.6. Throttle Control Lever Inspection ........................................................................... 15-16
15-6.7. Stud Height Dimensional Inspection ....................................................................... 15-18
15-7. Overhaul Repair........................................................................................... 15-19
15-7.1. FADEC Component Overhaul ................................................................................. 15-19
15-7.2. Fuel Injection System Overhaul Repair................................................................... 15-19
15-7.3. Induction System Overhaul ..................................................................................... 15-20
15-7.4. Alternator Overhaul ................................................................................................ 15-20
15-7.5. Starter Overhaul ....................................................................................................... 15-20
15-7.6. Accessory Case Overhaul ........................................................................................ 15-20
15-7.7. Lubrication System Overhaul .................................................................................. 15-21
15-7.7.1.Oil Cooler Overhaul ...................................................................................... 15-21
15-7.7.2.Oil Pressure Relief Valve Overhaul .............................................................. 15-22
15-7.7.3.Oil Filter Adapter Stud Replacement ............................................................ 15-23
15-7.7.4.Tachometer Drive Assembly Replacement ................................................... 15-24
15-7.8. Engine Cylinder Overhaul Repair............................................................................ 15-24
15-7.8.1.Cylinder Repair versus Replacement Guidelines .......................................... 15-25
15-7.8.2.Engine Cylinder Parts Replaced During Overhaul........................................ 15-26
15-7.8.3.New Cylinder Position Numbers................................................................... 15-26
15-7.8.4.Cylinder Head Repair .................................................................................... 15-26
15-7.8.5.Cylinder Fin Tip Repair ................................................................................ 15-27
15-7.8.6.Cylinder Barrel Repair .................................................................................. 15-28
15-7.8.7.Cylinder Bore Honing ................................................................................... 15-29
15-7.8.8.Valve Seat Removal ...................................................................................... 15-30
15-7.8.9.Valve Seat Installation................................................................................... 15-31
15-7.8.10.Valve Guide Removal ................................................................................. 15-32
15-7.8.11.Valve Guide Installation.............................................................................. 15-33
15-7.8.12.Valve Guide Bore Reaming......................................................................... 15-34
15-7.8.13.Intake or Exhaust Valve Seat Machining .................................................... 15-35
15-7.8.14.Spark Plug Helical Coil Insert Replacement ............................................... 15-36
15-7.8.15.Cylinder Stud Installation............................................................................ 15-37
15-7.8.16.Piston Ring Replacement ............................................................................ 15-37
15-7.8.17.Cylinder Protective Coatings....................................................................... 15-37
15-7.8.18.Rocker Arm Bushing Replacement ............................................................. 15-38
15-7.8.19.Rocker Arm-to-Retainer Clearance............................................................. 15-39
15-7.9. Crankcase Overhaul Repair ..................................................................................... 15-40
15-7.9.1.Oil Filler Overhaul ........................................................................................ 15-40
15-7.9.2.Crankcase Welding........................................................................................ 15-40
15-7.9.3.Crankcase Cylinder Deck Stud Helical Coil Installation .............................. 15-41
15-7.9.4.Crankcase Cylinder Deck Stud Replacement................................................ 15-42
15-7.9.5.Line Boring.................................................................................................... 15-42
15-7.9.6.Crankcase Machining .................................................................................... 15-42
15-7.9.7.Starter Jack Adapter Preparation ................................................................... 15-43
15-7.10. Engine Drive Train Overhaul................................................................................... 15-44
15-7.10.1.Camshaft Repair .......................................................................................... 15-45
15-7.10.2.Crankshaft Repair ........................................................................................ 15-45
15-7.10.3.Connecting Rod Overhaul Repair ............................................................... 15-47
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Chapter 16.Component Assembly
16-1. Fuel Injection System .................................................................................... 16-1
16-1.1. Fuel Distribution Block Assembly............................................................................. 16-2
16-1.2. Fuel Filter Assembly .................................................................................................. 16-4
16-1.3. Diverter Valve Assembly .......................................................................................... 16-5
16-2. Induction System ........................................................................................... 16-5
16-3. Starter Assembly............................................................................................ 16-6
16-4. Direct Drive Alternator Assembly ................................................................. 16-6
16-5. Accessory Case Assembly ............................................................................. 16-8
16-5.1. Oil Cooler Assembly............................................................................................... 16-11
16-5.1.1.Oil Cooler Adapter Assembly ....................................................................... 16-12
16-5.1.2.Oil Cooler/Filter Adapter Assembly.............................................................. 16-13
16-6. Engine Cylinder Assembly .......................................................................... 16-14
16-7. Crankcase Assembly.................................................................................... 16-19
16-8. Engine Drive Train Assembly...................................................................... 16-20
16-8.1. Camshaft Assembly ................................................................................................. 16-20
16-8.2. Crankshaft Assembly ............................................................................................... 16-22
16-8.3. Connecting Rod and Bearing Assembly .................................................................. 16-23
Chapter 17.Engine Assembly

17-1. Engine Assembly Sequence........................................................................... 17-1
17-1.1. Engine Mounts ........................................................................................................... 17-2
17-1.2. Component Lubrication ............................................................................................. 17-2
17-2. Crankcase Assembly...................................................................................... 17-2
17-2.1. Seal and Thread the Crankcase .................................................................................. 17-2
17-2.2. Drive Train Installation .............................................................................................. 17-4
17-2.3. Crankcase Hardware Installation ............................................................................... 17-8
17-3. Cylinder Installation .................................................................................... 17-12
17-4. Oil Cooler Adapter Installation.................................................................... 17-14
17-4.1. Oil Cooler Adapter Installation................................................................................ 17-14
17-4.2. Oil Cooler/Filter Adapter Installation ...................................................................... 17-15
17-4.3. Cylinder and Crankcase Torque ............................................................................... 17-16
17-4.4. Crankshaft Nose Oil Seal Installation...................................................................... 17-17
17-5. Miscellaneous Crankcase Hardware Installation ......................................... 17-18
17-6. Cylinder Baffle Installation.......................................................................... 17-20
17-6.1. Valve Train Installation ............................................................................................ 17-22
17-6.2. Cylinder Drain Assembly Installation...................................................................... 17-26
17-7. Accessory Case Installation ......................................................................... 17-28
17-7.1. Accessory Case Installation without Oil Filter Adapter ......................................... 17-30
17-7.2. Accessory Case Installation with Inboard Offset Oil Filter Adapter ...................... 17-32
17-7.3. Accessory Case Installation with Outboard Offset Oil Filter Adapter ................... 17-34
17-8. Starter Installation........................................................................................ 17-36
17-9. Alternator Installation .................................................................................. 17-37
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17-9.1. Direct Drive Alternator Installation ......................................................................... 17-37
17-9.1.1.Belt-Driven Alternator Installation ............................................................... 17-38
17-10. Oil Sump Installation................................................................................... 17-40
17-11. Exhaust System Installation......................................................................... 17-43
17-12. Induction System Installation ...................................................................... 17-44
17-13. Fuel Injection System Installation ............................................................... 17-46
17-14. Engine Low Voltage Harness Installation.................................................... 17-50
Chapter 18. Post-Overhaul Test and

Adjustments
18-1. Introduction.................................................................................................... 18-1
18-2. Post-Overhaul Testing Prerequisites.............................................................. 18-1
18-3. Post-Overhaul Test Operating Limits ............................................................ 18-3
18-4. Standard Acceptance Test.............................................................................. 18-4
18-5. Oil Consumption Test .................................................................................... 18-5
Appendix A. Glossary
A-1. Acronyms......................................................................................................... A-1
A-2. Glossary ........................................................................................................... A-2
Appendix B.Torque Specifications

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

C-1. Handling Parts ................................................................................................. C-1
C-2. Replacement Parts ........................................................................................... C-2
C-2.1. Background.................................................................................................................. C-2
C-2.2. Acceptable Replacement Parts..................................................................................... C-2
C-2.2.1. Know Your Supplier .........................................................................................C-3
C-2.3. 100% Parts Replacement Requirements ...................................................................... C-3
C-2.4. Mandatory Overhaul Replacement Parts ..................................................................... C-4
C-2.5. Authorized Oversize/Undersize Parts.......................................................................... C-4
C-3. Torque .............................................................................................................. C-4
C-4. Safety Wiring Hardware .................................................................................. C-5
C-5. Tab Washer Installation ................................................................................... C-7
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C-6. Helical Coil Insert Replacement ...................................................................... C-8
C-6.1. Helical Coil Removal.................................................................................................. C-9
C-6.2. Helical Coil Insertion ................................................................................................ C-10
C-7. Stud Replacement .......................................................................................... C-11
C-7.1. Stud Removal ............................................................................................................. C-11
C-7.1.1. Size-on-Size Rosan® Stud Removal .............................................................. C-12
C-7.1.2. Step-Type Rosan® Stud Removal.................................................................. C-12
C-7.2. Stud Installation ........................................................................................................ C-14
C-7.2.1. Rosan® Stud Installation................................................................................ C-15
C-8. Cotter Pin Installation .................................................................................... C-16
C-9. Fuel System Service....................................................................................... C-17
C-9.1. Fuel System Purge..................................................................................................... C-17
C-10. Gasket Maker® Application .......................................................................... C-18
C-11. Gasket Installation ......................................................................................... C-19
C-12. Hose and Tubing Installation ......................................................................... C-20
C-13. Harness Routing............................................................................................. C-21
Appendix D. Overhaul Dimensional Limits

D-1. Overhaul Dimensional Limits=New Part Dimensions ................................... D-1
D-2. Fuel Injection System ..................................................................................... D-2
D-2.1. Fuel Pump ................................................................................................................... D-2
D-3. Starter Dimensions.......................................................................................... D-3
D-4. Lubrication System ......................................................................................... D-4
D-5. Engine Cylinder Dimensions .......................................................................... D-6
D-6. Crankcase...................................................................................................... D-14
D-7. Engine Drive Train........................................................................................ D-16
D-8. Stud Height Settings ..................................................................................... D-21
D-8.1. Lubrication System Stud Heights.............................................................................. D-21
D-8.2. Induction System Stud Heights................................................................................. D-22
D-8.3. Accessory Case Stud Heights.................................................................................... D-23
D-8.4. Cylinder Stud Height Settings................................................................................... D-25
D-8.5. Crankcase Stud Height Settings ................................................................................ D-26
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LIST OF TABLES
Table 1-1. Related Publications .............................................................................. 1-6

Table 2-1. IOF-240-B Specifications and Operating Limits .................................. 2-22
Table 2-2. Accessory Drive Ratios ........................................................................ 2-24
Table 3-1. Special Tools List ................................................................................... 3-1
Table 3-2. Tool, Accessory and Supply Vendors .................................................... 3-7
Table 3-4. Break-in Oil .......................................................................................... 3-23
Table 3-5. Preservative Oil .................................................................................... 3-23
Table 3-3. Qualified SAE J-1899 Ashless Dispersant Engine Oil ......................... 3-23
Table 3-6. Lubricants ............................................................................................. 3-25
Table 3-7. Sealants ................................................................................................. 3-26
Table 3-8. Adhesives .............................................................................................. 3-27
Table 3-9. Miscellaneous ....................................................................................... 3-28
Table 6-1. Engine Inspection and Maintenance Schedule ....................................... 6-2
Table 6-2. Engine Operation Prerequisites .............................................................. 6-8
Table 6-3. IOF-240 Fuel System Parameters ........................................................... 6-8
Table 6-4. Approved Spark Plug List .................................................................... 6-23
Table 6-5. Cylinder Inspection Tasks and References ........................................... 6-32
Table 6-6. Differential Pressure Test Results ........................................................ 6-40
Table 6-7. Borescope Inspection Objectives and Corrective Actions .................... 6-43
Table 6-8. Alternator Drive Hub Slippage ............................................................. 6-67
Table 6-9. Overspeed Categories ........................................................................... 6-71
Table 6-10. Engine Operational Checklist ............................................................... 6-75
Table 6-11. 25-Hour Initial Operation Inspection Checklist ................................... 6-77
Table 6-12. 50-Hour Engine Inspection Checklist ................................................... 6-79
Table 6-13. 100-Hour Engine Inspection Checklist ................................................. 6-81
Table 6-14. 500-Hour Engine Inspection Checklist ................................................. 6-83
Table 6-15. Cylinder Inspection Checklist .............................................................. 6-85
Table 7-1. HSA or HSA with Battery Condition Monitor Indications .................... 7-3
Table 7-2. EDI Status LEDs .................................................................................... 7-5
Table 7-3. IOF-240 Flight Check Limits ................................................................. 7-8
Table 7-4. Cruise Operating Mode Characteristics ................................................ 7-16
Table 7-5. Engine Speed Thresholds ..................................................................... 7-17
Table 7-6. FADEC Fault Lamp Indications ........................................................... 7-21
Table 8-1. FADEC Sensor Fault Conditions ......................................................... 8-11
Table 8-2. System Status Indicators ....................................................................... 8-12
Table 9-1. Engine Preservation Checklist ................................................................ 9-5
Table 10-1. Parts Handling Guidelines .................................................................... 10-1
Table 10-2. Non-Overhaul Parts Repair Reference ................................................. 10-1
Table 10-3. Non-Overhaul Parts Replacement Reference ....................................... 10-2
Table 10-4. Fuel System Service Limits .................................................................. 10-3
Table 10-5. Lubrication System Service Limits .................................................... 10-29
Table 10-6. Cylinder Assembly Service Limits ..................................................... 10-41
Table 10-7. Cylinder Barrel Dimensional Limits .................................................. 10-43
Table 11-1. Overhaul Sequence ............................................................................... 11-2
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Table 11-2. Engine Removal and Disassembly Checklist ....................................... 11-4
Table 11-3. Engine Overhaul Visual Inspection Checklist ...................................... 11-5
Table 11-4. Fluorescent Penetrant Inspection Checklist .......................................... 11-8
Table 11-5. Magnetic Particle Inspection Checklist .............................................. 11-10
Table 11-6. Dimensional Inspection Checklist ...................................................... 11-11
Table 11-8. Engine Drive Train Inspection Checklist ............................................ 11-19
Table 11-7. Engine Cylinder Overhaul Inspection Checklist ................................ 11-19
Table 11-9. Replacement Parts Inventory .............................................................. 11-21
Table 14-1. Aircraft Engine Parts Cleaning Guidelines ........................................... 14-2
Table 14-2. Cleaning Tips ........................................................................................ 14-5
Table 14-3. Painting External Parts ........................................................................ 14-10
Table 15-1. Parts Requiring Fluorescent Penetrant Inspection ................................ 15-3
Table 15-2. Magnetic Particle Inspection Reference ............................................... 15-5
Table 15-3. Connecting Rod Magnetic Particle Inspection Criteria ........................ 15-6
Table 15-4. Alternator Drive Hub Slippage ........................................................... 15-16
Table 15-5. Stud Height Settings ........................................................................... 15-18
Table 15-6. Cylinder Repair vs. Replacement Guidelines ..................................... 15-25
Table 15-7. Mandatory Cylinder Overhaul Replacement Parts ............................. 15-26
Table 15-8. Cylinder Bore Surface Finish Specifications ...................................... 15-29
Table 15-9. Engine Drive Train Parts Replacement .............................................. 15-44
Table 18-1. Engine Operation Prerequisites ............................................................ 18-1
Table 18-2. Post Overhaul Test Operating Limits ................................................... 18-3
Table 18-3. Standard Acceptance Test Requirements ............................................. 18-4
Table 18-4. Oil Consumption Test Requirements .................................................... 18-5
Table B-1. General Torque Specification .................................................................B-5
Table B-3. Hose Fitting (“B” Nut) Torque Specification .........................................B-6
Table B-2. Tube Fitting Torque Specifications ........................................................B-6
Table B-4. Component Specific Torque Specifications ...........................................B-7
Table B-5. Specific Torque for Non-Lubricated Hardware ......................................B-9
Table B-6. FADEC Components ............................................................................B-10
Table C-1. Rosan® Stud Primary & Secondary Bore Specifications .....................C-12
Table D-1. Fuel Pump and Vacuum Pump Dimensional Limits ............................. D-2
Table D-2. Starter Dimensional Limits .................................................................... D-3
Table D-3. Lubrication System Dimensional Limits ............................................... D-4
Table D-4. Additional Lubrication System Dimensional Limits ............................. D-4
Table D-5. Additional Cylinder Dimensional Limits .............................................. D-7
Table D-6. Engine Cylinder Assembly Dimensional Limits ................................... D-7
Table D-7. Cylinder Barrel Dimensional Limits ...................................................... D-9
Table D-8. Crankcase Dimensional Limits ............................................................ D-15
Table D-9. Crankcase Dimensional Limits not shown in Figure D-9 .................... D-15
Table D-10. Drivetrain Dimensional Limits not shown in Figure D-10 .................. D-16
Table D-11. Engine Drive Train Dimensional Limits ............................................. D-17
Table D-12. Connecting Rod & Pushrod Dimensional Limits ................................ D-18
Table D-13. Gear Backlash ...................................................................................... D-20
Table D-14. Oil Filter Adapter Stud Dimension ...................................................... D-21
Table D-15. Induction Plenum Stud Heights ........................................................... D-22
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Table D-16. Part No. 653857-2 Accessory Case Stud Heights ................................D-23
Table D-17. Part No. 653857-3 Accessory Case Stud Heights ................................D-24
Table D-18. Cylinder Stud Heights ..........................................................................D-25
Table D-19. Crankcase Part No. 653277-11 Stud Height Settings ...........................D-27
Table D-20. Crankcase Part No. 653277-12 Stud Height Settings ...........................D-29
LIST OF ILLUSTRATIONS
Figure 1-1. Change Page Identification .................................................................... 1-8

Figure 1-2. List of Effective Pages ........................................................................... 1-9
Figure 2-1. Engine Model Definition ....................................................................... 2-2
Figure 2-2. Cylinder Number Designation ............................................................... 2-2
Figure 2-3. IOF-240 Crankcase Features ................................................................. 2-3
Figure 2-4. Engine Drive Train ................................................................................ 2-4
Figure 2-5. Crankshaft .............................................................................................. 2-5
Figure 2-6. Connecting Rod ..................................................................................... 2-6
Figure 2-7. Camshaft ................................................................................................ 2-7
Figure 2-8. Camshaft Gear ....................................................................................... 2-7
Figure 2-9. Accessory Case ...................................................................................... 2-9
Figure 2-10. Cylinder Assembly .............................................................................. 2-10
Figure 2-11. Piston Features ..................................................................................... 2-11
Figure 2-12. Lubrication System .............................................................................. 2-12
Figure 2-13. Oil Pump .............................................................................................. 2-13
Figure 2-14. Oil Cooler Adapter .............................................................................. 2-14
Figure 2-15. Oil Cooler/Filter Adapter ..................................................................... 2-14
Figure 2-16. Fuel Injection System .......................................................................... 2-16
Figure 2-17. Fuel Pump ............................................................................................ 2-17
Figure 2-18. Fuel Injector ......................................................................................... 2-18
Figure 2-19. Starting System .................................................................................... 2-19
Figure 2-20. Engine Cooling .................................................................................... 2-20
Figure 2-21. Typical Crossflow Induction Airflow .................................................. 2-21
Figure 2-22. IOF-240-B Fuel Flow vs. Brake Horsepower ...................................... 2-26
Figure 2-23. IOF-240-B Sea Level Performance ..................................................... 2-27
Figure 3-1. Model E2M Differential Pressure
Tester (built in Master Orifice Tool) ..................................................... 3-9
Figure 3-2. Borescope (Autoscope®) ....................................................................... 3-9
Figure 3-3. Pulley Alignment Tool ........................................................................ 3-10
Figure 3-4. PowerLink FADEC Serial Data Cable ................................................ 3-10
Figure 3-5. FADEC to PC Data Communication Cable ........................................ 3-11
Figure 3-6. FADEC Timing Tool ........................................................................... 3-11
Figure 3-7. Staking Tool ........................................................................................ 3-12
Figure 3-8. Staking Tool Bill of Materials ............................................................. 3-12
Figure 3-9. Staking Tool - Jaw Dimensions ........................................................... 3-13
Figure 3-10. Staking Tool - Overall Dimensions ..................................................... 3-14
Figure 3-11. Alternator Drive Hub Torque Tool ...................................................... 3-15
Figure 3-12. Oil Seal Installation Tool ..................................................................... 3-16
Figure 3-13. Valve Guide Seal Installation Tool ...................................................... 3-17
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Figure 3-14. O-Ring Installation Tool ...................................................................... 3-17
Figure 3-15. MT500260 Oil Seal Tool ..................................................................... 3-18
Figure 3-16. Helical Coil Extraction Tool ................................................................ 3-18
Figure 3-17. Helical Coil Insertion Tool .................................................................. 3-19
Figure 3-18. Helical Coil Expanding Tool ............................................................... 3-19
Figure 3-19. Rosan® Stud Removal Tool ................................................................ 3-20
Figure 3-20. Rosan Stud Removal Tool Installed on Stud ....................................... 3-20
Figure 5-1. Ignition Harness ..................................................................................... 5-3
Figure 5-2. Engine Low Voltage Harness ................................................................ 5-5
Figure 5-3. ECU 50-pin Header with EMI Gasket and Sealant Strip ..................... 5-15
Figure 5-4. Smooth Sealant Strip ........................................................................... 5-15
Figure 5-5. Apply Electrical Silicone Grease to ECU Header ............................... 5-16
Figure 5-6. ECU Ground Points ............................................................................. 5-16
Figure 5-7. Installed Signal Conditioner ................................................................ 5-17
Figure 5-8. Engine Low Voltage Harness Airframe Connections .......................... 5-18
Figure 5-9. Align 50-pin Connector with ECU ...................................................... 5-18
Figure 5-10. ECU Connector with Safety Wire and Cable Tie ................................ 5-19
Figure 5-11. EGT Installation Detail ........................................................................ 5-20
Figure 5-12. EGT Band Clamp Installation .............................................................. 5-20
Figure 5-13. MAT Sensor Insertion Depth ............................................................... 5-21
Figure 5-14. Fuel Injector Coil Installation .............................................................. 5-22
Figure 5-15. ECU Spark Tower Labels .................................................................... 5-25
Figure 5-16. Lubricate Ignition Wire ....................................................................... 5-26
Figure 5-17. HSA Panel ............................................................................................ 5-29
Figure 5-18. HSA with Battery Condition Monitor ................................................. 5-29
Figure 5-19. IOF-240 Left Side View ...................................................................... 5-33
Figure 5-20. IOF-240 Top View ............................................................................... 5-34
Figure 5-21. IOF-240 Front View ............................................................................ 5-35
Figure 5-22. IOF-240 Rear View ............................................................................. 5-36
Figure 5-23. Throttle Position Switch Installation Detail ......................................... 5-36
Figure 5-24. Fuel Pump Adjustments ....................................................................... 5-37
Figure 5-25. Fuel Pump Fittings ............................................................................... 5-37
Figure 5-26. Throttle Lever Installation ................................................................... 5-38
Figure 5-27. Oil Cooler Adapter Installation Detail ................................................. 5-38
Figure 5-28. Oil Cooler/Filter Adapter Installation Detail ....................................... 5-39
Figure 5-29. Alternator Connections ........................................................................ 5-39
Figure 5-30. ECU Installation Detail ........................................................................ 5-40
Figure 5-31. Propeller Flange Detail ........................................................................ 5-41
Figure 5-32. Exhaust Flange Detail .......................................................................... 5-41
Figure 5-33. Engine Mount Detail ............................................................................ 5-42
Figure 6-1. Two Lamp HSA ................................................................................... 6-11
Figure 6-2. HSA with battery condition monitor ................................................... 6-11
Figure 6-3. 100 psi Gauge Installed to Check Fuel Pressure ................................. 6-13
Figure 6-4. IOF-240-B Oil Servicing Points .......................................................... 6-18
Figure 6-5. Spark Plug Inspection Criteria ............................................................. 6-22
Figure 6-6. Spark Plug Rotation Chart ................................................................... 6-23
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Figure 6-7. Ignition Lead Wire Connections .......................................................... 6-24
Figure 6-8. Coat Insulating Sleeve with MS-122AD ............................................. 6-25
Figure 6-9. Ignition Harness Connected to Spark Plug .......................................... 6-25
Figure 6-10. Throttle Position Switch ...................................................................... 6-27
Figure 6-11. Fuel Pressure vs. Engine Speed Chart ................................................. 6-28
Figure 6-12. Fuel Pump Fittings and Adjustments ................................................... 6-29
Figure 6-13. Idle Speed Adjustment ......................................................................... 6-30
Figure 6-14. Cylinder Power Stroke Areas .............................................................. 6-33
Figure 6-15. Model E2M Differential Pressure Tester ............................................. 6-37
Figure 6-16. Differential Pressure Test Equipment Usage ....................................... 6-38
Figure 6-17. Normal Combustion Chamber ............................................................. 6-44
Figure 6-18. Burned Exhaust Valve ......................................................................... 6-44
Figure 6-19. Phosphate-Coated Cylinder w/Revised Hone Pattern ......................... 6-44
Figure 6-20. Phosphated Cylinder Bore ................................................................... 6-44
Figure 6-21. Cylinder Barrel Scoring and Piston Rub ............................................. 6-45
Figure 6-22. Typical Wear in Upper Ring Travel .................................................... 6-45
Figure 6-23. Typical Cylinder Wear ........................................................................ 6-45
Figure 6-24. Improperly Positioned Baffle Seals ..................................................... 6-48
Figure 6-25. Improperly Positioned Baffle Seals ..................................................... 6-48
Figure 6-26. Improperly Positioned Aft and Side Peripheral Baffle Seals .............. 6-49
Figure 6-27. Improperly Positioned Aft and Side Peripheral Baffle Seals .............. 6-49
Figure 6-28. Aft and Side Baffles with Air Gaps ..................................................... 6-50
Figure 6-29. Cooling Loss Due to Gaps in Baffle Seals .......................................... 6-50
Figure 6-30. Cooling Loss Due to Gaps in Baffle Seals .......................................... 6-51
Figure 6-31. Crankcase Critical (white) and Non-critical (Shaded) Area ................ 6-53
Figure 6-32. Fuel Distribution Block Assembly ...................................................... 6-57
Figure 6-33. Fuel Filter Assembly .......................................................................... 6-59
Figure 6-34. Induction Tube Bead Location ............................................................ 6-64
Figure 6-35. Properly Installed Induction Tube, Hose and Clamps ......................... 6-64
Figure 6-36. Alternator and Drive Coupling ............................................................ 6-66
Figure 6-37. Alternator Drive Coupling ................................................................... 6-67
Figure 7-1. Two Lamp HSA ..................................................................................... 7-3
Figure 7-2. HSA Panel with a Battery Condition Monitor ....................................... 7-3
Figure 7-3. Engine Data Interface ............................................................................ 7-5
Figure 8-1. Engine Data Interface ............................................................................ 8-8
Figure 8-2. P1 and P2 50-pin connectors .............................................................. 8-34
Figure 8-3. P3 and P4 25-pin connectors ............................................................... 8-34
Figure 8-4. Contact Legend for Figure 8-5 and Figure 8-6 .................................... 8-34
Figure 8-5. P5 and P6 25-pin connectors ............................................................... 8-34
Figure 8-6. P9, 10, 11, and 12 6-pin connectors ..................................................... 8-34
Figure 8-7. Electronic Control Unit #1 ................................................................. 8-36
Figure 8-8. Electronic Control Unit#2 ................................................................... 8-37
Figure 8-9. Fuel Control ......................................................................................... 8-38
Figure 8-10. Pressure Sensors .................................................................................. 8-39
Figure 8-11. Temperature Sensors ........................................................................... 8-40
Figure 8-12. Speed Sensor Assembly ....................................................................... 8-41
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Figure 8-13. Bulkhead Connector ............................................................................ 8-42
Figure 10-1. Fuel Pump Drive Coupling .................................................................. 10-3
Figure 10-2. Fuel Pump with Fittings ....................................................................... 10-4
Figure 10-4. Starter Assembly .................................................................................. 10-9
Figure 10-5. Direct Drive Alternator ...................................................................... 10-11
Figure 10-6. Belt Driven Alternator ...................................................................... 10-15
Figure 10-7. Oil Pump Assembly ........................................................................... 10-17
Figure 10-8. Tachometer Drive Adapter and Gasket ............................................. 10-19
Figure 10-9. Through-bolt Torque Sequence ......................................................... 10-22
Figure 10-10. Oil Cooler Adapter ............................................................................. 10-23
Figure 10-11. Oil Cooler/Filter Adapter ................................................................... 10-25
Figure 10-12. Accessory Case .................................................................................. 10-27
Figure 10-13. Oil Temperature Control Valve ......................................................... 10-28
Figure 10-14. Lubrication System Limits ................................................................. 10-29
Figure 10-15. Cylinder Assembly ............................................................................ 10-31
Figure 10-16. Cylinder Base O-Ring Configuration on Connecting Rod Support .. 10-33
Figure 10-17. Piston, Piston Pin and Piston Rings ................................................... 10-34
Figure 10-18. Cylinder Assembly Critical Dimensions ........................................... 10-40
Figure 10-19. Cylinder Dimensions ......................................................................... 10-43
Figure 10-20. Intake Valve Seat Insert Dimensions ................................................. 10-44
Figure 10-21. Intake Valve Seat Dimensions Detail ................................................ 10-44
Figure 10-22. Exhaust Valve Seat Dimensions ........................................................ 10-45
Figure 10-23. Exhaust Valve Seat Dimensions Detail ............................................. 10-45
Figure 10-24. New Intake and Exhaust Valve Dimensions ...................................... 10-46
Figure 10-25. Pushrod Tube Assembly .................................................................... 10-51
Figure 10-26. Rocker Arm Side Clearance .............................................................. 10-52
Figure 10-27. Rocker Arm to Retainer Clearance ................................................... 10-52
Figure 10-28. Single Cylinder Torque Sequence ..................................................... 10-54
Figure 10-29. Crankshaft Nose Oil Seal Installation - Top View ............................ 10-55
Figure 10-30. Crankshaft Nose Oil Seal Parts .......................................................... 10-56
Figure 10-31. Crankcase Breather Installation ........................................................ 10-58
Figure 10-32. EGT Wire Repair Pins Mated to Wires ............................................. 10-61
Figure 10-33. Braided Shield Preparation ................................................................ 10-62
Figure 10-34. Split Shield Wire ................................................................................ 10-62
Figure 10-35. Split Inner Jacket ............................................................................... 10-62
Figure 10-36. Shield Stripping Complete ................................................................. 10-63
Figure 10-37. EGT Sensor Lead Preparation Complete ........................................... 10-63
Figure 10-38. EGT Sensor Lead Wire Trim Diagram .............................................. 10-63
Figure 10-39. Alumel Wire with Pins Installed ........................................................ 10-64
Figure 10-40. Pins Joined ......................................................................................... 10-64
Figure 10-41. Chromel wires with pins .................................................................... 10-65
Figure 10-42. EGT Wire Splice ................................................................................ 10-65
Figure 10-43. Completed Wire Repair ..................................................................... 10-66
Figure 10-44. Smooth Braided Shield ...................................................................... 10-68
Figure 10-45. Identify Wires within Harness ........................................................... 10-68
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Figure 10-46. Prepared Non-EGT Sensor Lead Wires ............................................. 10-69
Figure 10-47. Shield Splice Positioned on the Wiring Harness ............................... 10-69
Figure 10-48. Position the Solder Sleeve ................................................................. 10-70
Figure 10-49. Solder Sleeves Shrunk to Fit ............................................................. 10-70
Figure 10-50. ECU 50-pin Header with EMI Gasket and Sealant Strip .................. 10-72
Figure 10-51. Smooth Sealant Strip ......................................................................... 10-73
Figure 10-52. Engine Low Voltage Harness 50-Pin Connector ............................... 10-73
Figure 10-53. ECU Connector .................................................................................. 10-74
Figure 10-54. Grounding Points for the ECU ......................................................... 10-77
Figure 10-55. Signal Conditioner ............................................................................. 10-78
Figure 10-56. FADEC Timing Tool ......................................................................... 10-81
Figure 10-57. FADEC Fuel Injector Assembly ........................................................ 10-82
Figure 10-58. Anti-Seize Lubricant Application on the Fuel Injector ..................... 10-83
Figure 10-59. Manifold Air Pressure Sensor ............................................................ 10-85
Figure 10-60. Harness Connector and Sensor Orientation Keys .............................. 10-86
Figure 10-61. Marking the MAT Sensor .................................................................. 10-88
Figure 10-62. EGT Sensor Installation ..................................................................... 10-91
Figure 10-63. HSA Connections .............................................................................. 10-93
Figure 10-64. Throttle Position Switch Fasteners .................................................... 10-96
Figure 10-65. Throttle Position Switch Wires .......................................................... 10-96
Figure 10-66. Cut Heat Shrink Tubing ..................................................................... 10-96
Figure 10-67. Remove and discard heat shrink tubing ............................................. 10-97
Figure 10-68. Disconnect Scissor Connector ........................................................... 10-97
Figure 10-69. Throttle Position Switch Replacement Kit ........................................ 10-98
Figure 10-70. Remove Damaged Connector ............................................................ 10-98
Figure 10-71. Strip Wiring ....................................................................................... 10-99
Figure 10-72. Insert Wires in Heat Shrink Tubing ................................................... 10-99
Figure 10-73. Assemble Scissor Connectors .......................................................... 10-100
Figure 10-74. Position Heat Shrink Tubing ........................................................... 10-100
Figure 12-1. Engine Low Voltage Harness .............................................................. 12-3
Figure 12-3. Induction System ................................................................................. 12-7
Figure 12-4. Oil Cooler Adapter .............................................................................. 12-8
Figure 12-5. Oil Cooler/Filter Adapter ..................................................................... 12-9
Figure 12-6. Starter Assembly ................................................................................ 12-10
Figure 12-8. Front View of Belt Driven Alternator ............................................... 12-12
Figure 12-9. Side View of Belt-Driven Alternator ................................................. 12-13
Figure 12-10. Oil Sump ............................................................................................ 12-15
Figure 12-11. Accessory Case ................................................................................. 12-16
Figure 12-12. Oil Pump ............................................................................................ 12-17
Figure 12-13. Cylinder Baffle Assembly ................................................................. 12-19
Figure 12-14. Cylinder Base O-ring Supporting Connecting Rods ......................... 12-21
Figure 12-16. Piston, Piston Pin and Rings .............................................................. 12-22
Figure 13-1. Fitting Orientation Guide ..................................................................... 13-1
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Figure 13-2. Fuel Distribution Block ....................................................................... 13-3
Figure 13-3. Fuel Filter and Bracket ........................................................................ 13-4
Figure 13-4. Fuel Filter Assembly ............................................................................ 13-5
Figure 13-5. Accessory Case without Oil Filter Adapter ........................................ 13-7
Figure 13-6. Accessory Case with Inboard Offset Oil Cooler ................................ 13-9
Figure 13-7. Accessory Case with Outboard Offset Oil Cooler ............................ 13-11
Figure 13-9. Crankcase Fasteners ........................................................................... 13-15
Figure 13-10. Crankshaft Assembly ......................................................................... 13-16
Figure 13-11. Starter Jack Adapter ........................................................................... 13-17
Figure 13-12. Crankcase Studs ................................................................................. 13-19
Figure 13-13. Camshaft Assembly ........................................................................... 13-20
Figure 15-1. Gear Inspection Criteria ....................................................................... 15-2
Figure 15-2. Crankcase Critical (White) Stress Areas ............................................. 15-9
Figure 15-3. Crankcase Dimensional Inspection Torque Sequence ....................... 15-10
Figure 15-4. Crankshaft Journals ............................................................................ 15-11
Figure 15-5. Serviceable Throttle Control Lever and Shaft Splines ...................... 15-17
Figure 15-6. Worn Throttle Control Lever and Shaft Splines ................................ 15-17
Figure 15-7. Oil Pressure Relief Valve Rework ..................................................... 15-22
Figure 15-8. Oil Filter Adapter Stud Marking ........................................................ 15-23
Figure 15-9. Cylinder Position Number ................................................................. 15-27
Figure 15-10. Rocker Arm Bushing Replacement ................................................... 15-38
Figure 15-11. Rocker Arm to Retainer Clearance .................................................... 15-39
Figure 15-12. Crankcase Cylinder Deck Stud Repair Specifications ....................... 15-41
Figure 15-13. Starter Jack Adapter Plug .................................................................. 15-43
Figure 15-14. Helix Pattern on Crankshaft ............................................................... 15-46
Figure 16-1. Fuel Injection System Fitting Sealant .................................................. 16-1
Figure 16-2. Fuel Distribution Block Assembly ...................................................... 16-3
Figure 16-3. Fuel Filter Assembly ............................................................................ 16-4
Figure 16-4. Diverter Valve ...................................................................................... 16-5
Figure 16-5. Continental 60 Amp Gear Driven Alternator ...................................... 16-7
Figure 16-6. Oil Pump Assembly ............................................................................. 16-9
Figure 16-7. Accessory Case .................................................................................. 16-10
Figure 16-8. Oil Cooler Adapter ............................................................................. 16-12
Figure 16-10. Install the Baffle ................................................................................. 16-14
Figure 16-11. Secure the Baffle ................................................................................ 16-14
Figure 16-13. Valve Spring Installation ................................................................... 16-16
Figure 16-14. Retainer Key Installation ................................................................... 16-16
Figure 16-15. Piston, Rings and Pin ......................................................................... 16-17
Figure 16-16. Pushrod Tubes .................................................................................... 16-18
Figure 16-17. Crankcase Fasteners ........................................................................... 16-19
Figure 16-18. Crankcase Assembly .......................................................................... 16-20
Figure 16-19. Camshaft Assembly ........................................................................... 16-21
Figure 16-20. Crankshaft Assembly ......................................................................... 16-22
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Figure 16-21. Connecting Rod Position Number ..................................................... 16-23
Figure 17-1. Crankcase Sealing and Threading ....................................................... 17-3
Figure 17-2. Rear View of Crankcase Studs ............................................................ 17-4
Figure 17-3. Crankshaft Assembly ........................................................................... 17-5
Figure 17-4. Camshaft Assembly ............................................................................. 17-6
Figure 17-5. Timing Mark Alignment ...................................................................... 17-6
Figure 17-6. Connecting Rod Support ..................................................................... 17-7
Figure 17-7. Crankcase Fastener Location ............................................................... 17-8
Figure 17-8. IOF-240 Crankcase Fasteners .............................................................. 17-9
Figure 17-10. Oil Cooler Adapter ............................................................................ 17-14
Figure 17-12. Cylinder Baffles ................................................................................. 17-21
Figure 17-13. Installing the Pushrod Housing .......................................................... 17-22
Figure 17-14. Rocker Arm Side Clearance .............................................................. 17-24
Figure 17-15. Rocker Arm to Retainer Clearance .................................................... 17-24
Figure 17-16. Accessory Case without Oil Filter Adapter ...................................... 17-28
Figure 17-17. Accessory Case Torque Sequence ..................................................... 17-29
Figure 17-18. Oil Screen Pad Silk Thread ................................................................ 17-30
Figure 17-19. Accessory Case with Inboard Offset Oil Cooler .............................. 17-33
Figure 17-20. Accessory Case with Outboard Offset Oil Cooler ............................ 17-35
Figure 17-21. Starter ................................................................................................. 17-36
Figure 17-23. Belt Drive Alternator Assembly ........................................................ 17-38
Figure 17-24. Belt-Driven Alternator Installation .................................................... 17-39
Figure 17-25. Oil Sump Torque Sequence ............................................................... 17-40
Figure 17-26. Oil Sump ............................................................................................ 17-41
Figure 17-27. Induction System ............................................................................... 17-45
Figure 17-28. Filter Orientation ............................................................................... 17-46
Figure 17-29. Fuel Injection System ........................................................................ 17-47
Figure 17-30. Fuel Injector Anti-Seize Lubricant Application ................................ 17-48
Figure 17-31. Marking the MAT Sensor .................................................................. 17-50
Figure 17-32. Engine Low Voltage Harness ............................................................ 17-51
Figure 17-33. Signal Conditioner Connections ........................................................ 17-53
Figure 17-34. EGT Placement .................................................................................. 17-53
Figure 17-35. Folded Excess Band Clamp (away from EGT sensor) ...................... 17-54
Figure 17-36. FADEC Fuel Injector Assembly ........................................................ 17-55
Figure B-1. Torque Wrench ......................................................................................B-3
Figure B-2. Drive extensions ....................................................................................B-3
Figure B-3. Extension increases applied torque ........................................................B-4
Figure B-4. Extension decreases applied torque .......................................................B-4
Figure C-1. Right-hand-thread safety wire installation .............................................C-5
Figure C-2. Safety wire Patterns for Right-Hand Threads ........................................C-6
Figure C-3. Tab Washer Installation .........................................................................C-7
Figure C-4. Helical Coil Extraction Tool ..................................................................C-9
Figure C-5. Installing a Helical Coil Insert .............................................................C-10
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Figure C-6. Rosan® Stud Removal Tool ................................................................C-13
Figure C-7. Rosan® Stud Removal Tool Installed on Stud ....................................C-13
Figure C-8. Stud Sizes .............................................................................................C-14
Figure C-9. Minimum Material Thickness for Helical Coil insertion .....................C-15
Figure C-10. Rosan® Stud Installation Dimensions .................................................C-15
Figure C-11. Cotter Pin Installation ..........................................................................C-16
Figure C-12. Installing Hoses and Fittings ................................................................C-20
Figure D-1. Fuel Pump Drive Coupling Dimensions ............................................... D-2
Figure D-2. Starter Dimensions ................................................................................ D-3
Figure D-3. Accessory Case and Oil Pump .............................................................. D-5
Figure D-4. Cylinder Assembly Critical Dimensions .............................................. D-6
Figure D-5. Finished Cylinder Dimensions (after honing) ...................................... D-9
Figure D-6. Intake Valve Seat Insert Dimensions .................................................. D-10
Figure D-7. Exhaust Valve Seat Insert Dimensions ............................................... D-11
Figure D-8. New Intake and Exhaust Valve Dimensions ....................................... D-12
Figure D-9. Crankcase Dimensions ........................................................................ D-14
Figure D-10. Engine Drive Train ............................................................................. D-16
Figure D-11. Crankshaft Surface Finish ................................................................... D-17
Figure D-12. Installed Connecting Rod Fits & Limits ............................................. D-18
Figure D-13. Pushrod Dimensions ........................................................................... D-19
Figure D-14. Connecting Rod Dimensions .............................................................. D-19
Figure D-15. Gear Backlash ..................................................................................... D-20
Figure D-16. Oil Filter Adapter Stud ....................................................................... D-21
Figure D-17. Induction Plenum Stud Height ............................................................ D-22
Figure D-18. Part No. 653857-2 Accessory Case Stud Heights ............................... D-23
Figure D-19. Part No. 653857-3 Accessory Case Stud Heights ............................... D-24
Figure D-20. Cylinder Studs ..................................................................................... D-25
Figure D-21. Crankcase Studding Assembly Part No. 653277 ................................ D-26
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Introduction
Chapter 1. Introduction
1-1. Scope and Purpose of This Manual
This manual provides operation and installation instructions applicable to IOF-240 engine
models. These four cylinder, horizontally opposed, fuel injected aircraft piston engines are
referred to collectively as the “IOF-240” engines, manufactured by Continental Motors.
Instructions in this manual are specific to the IOF-240 Series engines. For information
specific to other Continental Motors engine series, accessories, or the airplane, refer to the
appropriate manual.
The first section provides important administrative information regarding access to
Continental Motors publications and a list of other manuals that will enable the mechanic
to perform the procedures required to maintain the engine's airworthiness. Chapter 2
contains the engine description including engine specifications and operating limits.
Chapter 3 lists special tool and supply requirements as well as vendor contact information.
Chapter 4 contains FAA airworthiness limitations. Chapter 5 provides engine removal and
installation instructions. Chapters 6 contains engine inspection requirements and
appropriate instructions to complete the inspections. Engine operating instructions for
ground operation are presented in Chapter 7. Chapter 8 contains troubleshooting
instructions. Chapter 9 contains instructions for engine preservation deinhibiting the
engine for return to service. Chapter 10 contains non-overhaul maintenance instructions
and engine service limits. Chapters 11 through 17 provide sequential instructions for
engine and component disassembly, engine cleaning, overhaul inspection and repair
instructions, component assembly and engine assembly. Chapter 18 provides acceptance
testing requirements for the newly overhauled engine.
Overhaul instructions in chapter 11 through 17 are not intended to support selected repair
actions; each subsequent chapter is dependent on completion of the tasks in the previous
chapter. The technician may not proceed from Chapter 13 to Chapter 17 without
completing the cleaning, inspection, and repair instructions in the intermediate chapters.
For part removal and installation instructions not related to engine overhaul, refer to the
appropriate section of Chapter 10.
Appendix A provides acronym definitions and a glossary of common terms used in the
manual. Appendix B lists torque specifications; Appendix C contains procedures and
illustrations for standard practices and Appendix D contains the overhaul dimensional
limits for the engine.
1-1.1. Effectivity Symbols
Some IOF-240 engine model variations require specific instructions or illustrations. If
peculiar information pertains to only a specific engine model in the series, an effectivity
symbol will accompany the information. Effectivity symbols found in this publication are:
Accessory Case with Acc. Case with inboard Acc. Case with outboard
no Oil Filter Adapter offset Oil Filter Adapter offset Oil Filter Adapter
Fuel System with
diverter valve
IOF-240 Series Engine Maintenance and Overhaul Manual 1-1

31 October 2011
Introduction
1-1.2. Advisories
This manual utilizes three types of advisories; defined as follows:
WARNING
A warning emphasizes information which, if disregarded, could
result in severe injury to personnel or equipment failure.
CAUTION: Emphasizes certain information or instructions, which if
disregarded, may result in damage to the engine or accessories.
NOTE: Provides special interest information, which may facilitate
performance of a procedure or operation of equipment.
Warnings and cautions precede the steps to which they apply; notes are placed in the
manner which provides the greatest clarity. Warnings, cautions, and notes do not impose
undue restrictions. Failure to heed advisories will likely result in the undesirable or unsafe
conditions the advisory was intended to prevent. Advisories are inserted to ensure
maximum safety, efficiency, and performance. Abuse, misuse, or neglect of equipment can
cause eventual engine malfunction or failure.
1-1.3. Using this Manual
This manual, the accessory manuals listed in Table 1-1, applicable service documents, and
other related publications constitute the Instructions for Continued Airworthiness (ICAs)
prepared by Continental Motors and accepted by the Federal Aviation Administration
(FAA). We prepared the manual in a user-friendly format suited equally for electronic
viewing or printing. Illustrations in this manual are for reference only, depicting the most
prominent configuration in the engine series. Consult the parts catalogs for engine model-
specific illustrated parts breakdowns.
Continental Motors provides ICAs based on the design, testing, and certification of
engines and parts for which Continental Motors is the holder of the Type Certificate (TC)
or Parts Manufacture Approval (PMA) issued by the FAA.
WARNING
Continental Motors ICAs are applicable only to Continental
Motors engines conforming to the approved, type certified
engine model configuration. Continental Motors ICAs must not
be used for aftermarket parts.
Installation of aftermarket parts on a Continental Motors engine constitutes a deviation
from type-design criteria. Continental Motors has not participated in design, test, or
certification of any aftermarket parts. Continental Motors does not provide product
manufacturing specifications to aftermarket parts manufacturers and accepts no liability
for the suitability, durability, longevity, or safety of such parts installed on our engines.
Installation of aftermarket parts on a Continental Motors engine must be performed using
ICAs prepared by the manufacturer and approved by the FAA for the subject installation.
Exploded assembly illustrations accompany instructions throughout the manual. Parts in
illustrations (Figure 1-1.4) are identified with numerical callouts (indexes). Corresponding
parts listings follow the illustrations for reference. The first time instructions refer to an
1-2 IOF-240 Series Engine Maintenance and Overhaul Manual

31 October 2011
Introduction
illustration, the figure number is identified in parentheses, followed by the callout. In
subsequent parts references, only the callout will be specified unless the referenced
illustration changes.
1-1.4. Compliance
The owner/operator is responsible for ensuring the engine is maintained in an airworthy
condition, including compliance with applicable service documents and FAA
Airworthiness Directives. Engine service life is calculated based on compliance with the
aircraft and engine manufacturer’s required instructions, inspections, and maintenance
schedule. Failure to comply may void the engine warranty.
WARNING
Prior to authorizing engine installation or maintenance, the
owner must ensure the mechanic meets the FAA (or equivalent
authority) regulatory requirements.
Except for Federal Aviation Regulations (FAR) part 43.3 authorized owner preventive
maintenance, Continental Motors ICAs are written for exclusive use by FAA (or
equivalent authority) licensed mechanics or FAA (or equivalent authority) certified repair
station employees working under the supervision of an FAA licensed mechanic.
Information and instructions contained in this manual anticipate the user possesses and
applies the knowledge, training, and experience commensurate with the prerequisite FAA
license and certification requirements. No other use is authorized.
WARNING
Failure to comply with ICAs may result in injury or subsequent
engine failure. Pursuant to Federal Aviation Regulation (FAR)
§43.13, each person performing maintenance, alteration or
preventive maintenance on an engine or accessory must use
methods, techniques and practices set forth in the ICAs or
other methods, techniques, and practices acceptable to the
Administrator.
This manual shall be used in conjunction with FAA Advisory Circular 43.13-1B
“Acceptable Methods, Techniques, and Practices,” as well as Continental Motors
Maintenance and Overhaul Manual, service documents, related publications and accessory
manufacturer ’s instructions. Pursuant to FAR §43.13, each person performing
maintenance, alteration, or preventive maintenance on the engine or accessories must use
methods, techniques, and practices prescribed in the ICAs or other methods, techniques,
and practices acceptable to the Administrator.

31 October 2011
Introduction
1-1.5. Order of Precedence
Continental Motors engine operating instructions are generated prior to and independently
of the aircraft operating instructions. Continental Motors operating instructions are
developed using factory controlled parameters that are not necessarily the same as those
specifications required to satisfy a specific aircraft/engine installation.
WARNING
The aircraft operator must use the airframe manufacturer’s
operating instructions found in the Airplane Flight Manual/
Pilot’s Operating Handbook (AFM/POH) while operating the
aircraft unless the AFM/POH directs otherwise.
Refer to the AFM/POH published by the airframe manufacturer for operating instructions
and specifications relative to your aircraft.
WARNING
New or updated ICAs may be contained in CM service
documents. Service documents applicable to the engine or
accessories within the scope of this manual must be consulted
and complied with prior to performing installation,
maintenance, or overhaul function.
New information contained in service documents may override the instructions contained
in this manual. Prior to commencing engine maintenance, consult our web site to verify
the current status of the ICAs relating to the intended procedure.

31 October 2011
Introduction
1-2. Publications
1-2.1. Service Documents
Continental Motors may issue Service Documents in one of six categories ranging from
mandatory (Category 1) to informational (Category 6). Definitions of the categories are
listed below:
NOTE: Upon FAA approval, Continental Motors publishes service
documents for immediate availability on our web site. The service
document cover page indicates the engine models affected by the service
document. Service documents may alter or replace manufacturer’s ICAs.
Insert a copy of applicable Service Documents in affected manuals until
the service document instructions are incorporated in the manual, or the
service document is cancelled or superseded.
1Procedure
Category 1: Mandatory Service Bulletin (MSB)
Used to identify and correct a known or suspected safety hazard which has been incorporated in whole or in
part into an Airworthiness Directive (AD) issued by the FAA or have been issued at the direction of the FAA
by the manufacturer requiring compliance with an already-issued AD (or an equivalent issued by another
country’s airworthiness authority). May contain updates to Instructions for Continued Airworthiness (ICAs)
to address a safety issue.
Category 2: Critical Service Bulletin (CSB)
This category identifies a condition that threatens continued safe operation of an aircraft, persons or property
on the ground unless some specific action (inspection, repair, replacement, etc.) is taken by the owner or
operator. Documents in this category are candidates for incorporation into an FAA Airworthiness Directive.
May contain updates to ICAs to address a safety issue.
Category 3: Service Bulletin (SB)
Information which the product manufacturer believes may improve the inherent safety of an aircraft or
aircraft component; this category includes the most recent updates to ICAs.
Category 4: Service Information Directive (SID)
The manufacturer directs the owner/operator/mechanic in the use of a product to enhance safety,
maintenance or economy. May contain updates to ICAs in the form of maintenance procedures or
specifications.
Category 5: Service Information Letter (SIL)
This category includes all information (not included in categories 1 through 4) that may be useful to the
owner/operator/technician. May contain updates to ICAs for optional component installations, which are not
covered in the Applicable Operator, Maintenance, or Overhaul Manuals.
Category 6: Special Service Instruction (SSI)
This category is used to address an issue limited to specific model and/or serial number engines. We will
distribute SSI notification directly to the affected engine’s owners. SSIs will not be included in the general
service document set but will be made available through our Customer Service Department to owners of the
affected engines only. An SSI may update the applicable engine’s Instructions for Continued Airworthiness.

31 October 2011
Introduction
1-2.2. Related Publications
The table below lists related publications, source, and accessibility relevant to IOF-240
Series engine installation, operation, maintenance and overhaul.
WARNING
Use only the latest revision of all publications. Using superseded
information jeopardize engine airworthiness
Table 1-1. Related Publications
Supplied Available Printed Manual

With download at Available for
Publication Engine web site1 Purchase
Installation and Operation Manual (OI-22) Yes Yes Yes
PowerLink User Guide (PLG-22) Yes Yes Yes
Parts Catalogs No No(view only) No
Service Documents No Yes Yes
1. Our web site (http://continentalmotors.aero) provides daily 24-hour access to engine technical data via the internet. If you are an internet
service subscriber, you can access our web site to confirm and review the latest revision of this manual. If you have not subscribed to
internet service and are using printed manuals, contact a service representative using the “Contact Information” in Section 1-3 to confirm
you have the latest revision of the manual.

31 October 2011
Introduction
1-2.3. Publication Access
Printed technical publications may be ordered through authorized Continental Motors
distributors or via the Internet. Contact an authorized Continental Motors distributor to
discuss service subscription options and pricing or visit our web site at http://
continentalmotors.aero.
1-2.4. Publication Changes
The instructions in this manual represent the best and most complete information available
at the time of publication. Product or process improvements may trigger changes to
existing product design specifications or procedures contained in publications. As new
technical information becomes available, Continental Motors will make the information
available to the customer.
WARNING
New information may be contained in Continental Motors
service documents. Service documents applicable to engines
and accessories within the scope of this manual must be
complied with as defined in these documents. This manual and
other related publications noted herein constitute the ICAs
prepared by Continental Motors and accepted by the FAA.
Continental Motors releases publication changes in the form of either change pages or
complete publication revisions, depending upon the extent of change. Service Documents
may supplement or replace technical information contained in one publication or an entire
series of publications. Such Service Documents represent a change to the published ICA
until the individual publications incorporate the latest technical information.
1-2.4.1. Update/Change Distribution
Document updates are available on our web site upon notification of FAA document
approval. Printed publication subscribers receive printed changes and revisions as they are
released.
Document revisions are released if the update changes more than 50% of the contents of a
publication. Revisions replace the previous version of a publication from cover to cover.
Minor corrections are released as change pages to the original publication, identified with
a change number and effective change date in the page footer. Information on the page that
changed from the previous edition is identified by a vertical, six-point black line (Figure
1-1), referred to as a “change bar” in the outside margin of the page. A change page
replaces only the previous edition of the affected page.

31 October 2011
Introduction
Change Bar
Change
Change
Date
Number
Figure 1-1. Change Page Identification

Page A of the manual contains the original publication date and an itemized list of changes
issued for the technical manual (Figure 1-2). If change pages are issued for the manual, the
change will be identified, with an effective date under the heading “Effective Changes for
This Manual.” The list of effective pages, itemizes the pages in each section, by change
number. Original pages are designated by a 0 in the List of Effective Pages “Change”
column.

31 October 2011
Introduction
Effective Manual
Changes and
Change Dates
Itemized List
of Effective
Pages
Figure 1-2. List of Effective Pages

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

31 October 2011
Introduction
1-3. Contact Information
Continental Motors factory representatives are available to answer technical questions and
encourage suggestions regarding products, parts, or service. If customers have an inquiry
or require technical assistance, they should contact their local authorized Continental
Motors distributor or field representative. To contact a factory representative, refer to the
contact information below:
Continental Motors, Inc.
P. O. Box 90
Mobile, AL 36601
Customer Service Department:
Toll free within the Continental United States: 1-888-826-5465
International: 1-251-438-8299
Internet: http://continentalmotors.aero.

31 October 2011
Engine Description
Chapter 2. Engine Description
2-1. General Engine Description
IOF-240 engines are four-cylinder, four-stroke reciprocating aircraft engines designed for
fixed pitch, ground adjustable, or electric constant speed propellers. There is no provision
for a hydraulic propeller governor.
These horizontally-opposed, air-cooled, naturally-aspirated engines have a wet oil sump,
high pressure Lubrication System, an overhead plenum intake manifold, a side-mounted
accessory drive pad and provisions for a downdraft exhaust system.
The engines are equipped with a Full Authority Digital Engine Control (FADEC) System
for continuously monitoring and controlling ignition timing, fuel injection timing, and fuel
mixture. The microprocessor-based FADEC System monitors engine operating conditions
and then automatically sets the fuel mixture and ignition timing accordingly for any given
power setting. Consequently, FADEC engines do not require magnetos and eliminate the
need for manual fuel/air mixture control. There is no fuel mixture control lever in a
FADEC engine.
A FADEC-controlled engine differs from a non-FADEC engine in that a cylinder can be
leaned or enriched individually without affecting the other cylinders. The FADEC System
controls the fuel supplied to each cylinder using solenoid-actuated sequential port fuel
injectors. An engine-driven, positive displacement vane fuel pump supplies fuel to the
injectors. The fuel pump is directly driven at the same speed as the crankshaft. Therefore,
fuel flow and fuel pressure vary in direct proportion with engine speed. Fuel exits the
pump, passes through a 32-micron fuel filter situated between the engine-driven fuel
pump and the fuel distribution block, where it filters particulates larger than 10-microns.
From this point, fuel travels to each fuel injector.
Since the fuel system requires fuel with minimum vapor to operate normally, an electric
boost pump is required for starting the engine and during low RPM operation. Ignition
spark is timed to the engine’s crank position. The timing is variable from cranking speed
up to 2,000 RPM depending on engine load conditions. The spark energy varies with
respect to engine load.
The FADEC System is electrically powered by the aircraft’s primary electrical bus and a
secondary power source (SPS); it is not self-excited. The SPS may be an alternator or
battery. It is used to supply power to the FADEC System independently from the aircraft’s
primary bus. If the SPS is a battery, it will be constantly charged by the aircraft’s primary
power bus. The charging current supplied to the SPS battery is monitored by the Health
Status Annunciator (HSA) and the charging circuit is protected by a circuit breaker.
Electrical power to the FADEC System is controlled from the cabin compartment by two
switches used to interrupt the primary power and secondary power. The pilot starts,
enables, and stops the FADEC System using a conventional aircraft-style Ignition Switch.

31 October 2011
Engine Description
2-1.1. Engine Model Number Definition
The description of each alphanumeric character in the engine model number is given
below for the example engine model number IOF-240-B1B (Figure 2-1).
Figure 2-1. Engine Model Definition

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

31 October 2011
Engine Description
2-2. Detailed Engine Description
2-2.1. Crankcase
Two aluminum alloy castings are joined along the vertical center plane to form the
crankcase. The individual castings (with studs and inserts) are referred to as the “left
crankcase” and “right crankcase.”
The crankcase provides:
• A tight enclosure, sufficiently rigid to support the crankshaft, camshaft and bearings
• Oil galleries for lubrication
Bosses molded in the crankcase castings are line bored in the assembled crankcase halves
to form bearings for the camshaft and saddles for precision crankshaft main bearing
inserts. Guides are bored through lateral bosses for hydraulic tappets. There are six studs
and two through-bolts for attaching cylinder base flanges. The fuel pump mounting pad is
located on the left crankcase half, forward of Cylinder 4 (Figure 2-3).
Cylinder mounting pads on the left and right crankcase are offset to permit each the single
crankshaft to transmit the rotational force to the piston through the connecting. The
crankcase interior is vented by a breather assembly comprised of a tube and baffle
assembly with a side extension for a hose attachment. The breather assembly is pressed
into a boss on the top side of the right crankcase half, forward of Cylinder 3.
Figure 2-3. IOF-240 Crankcase Features

31 October 2011
Engine Description
2-2.2. Engine Drive Train
The engine drive train (Figure 2-4) consists of the crankshaft, camshaft and drive gears.
The crankshaft has a propeller flange at one end to attach a propeller for thrust. The starter
gear meshes with the outer teeth of the rear crankshaft gear to turn the crankshaft until the
fuel mixture in the cylinder is ignited by the spark plugs. A drive gear at the rear end of the
crankshaft interfaces with a gear mounted on the rear end of the camshaft to synchronize
intake and exhaust valve movement and magneto rotation, as well as supply driving force
to the gear driven alternator. The oil pump driven gear, along with the optional tachometer
drive are gear driven by the inner row of teeth on the camshaft. The engine driven fuel
pump, and the optional vacuum pump drive are driven by a gear on the forward end of the
camshaft.
Figure 2-4. Engine Drive Train

31 October 2011
Engine Description
2-2.2.1. Crankshaft
The crankshaft (Figure 2-5) is an aircraft quality steel forging with three machined, main
journals supported by precision-bearing inserts in each of the three bearing saddles
machined in the crankcase. Four machined rod journals provide attachment of the
connecting rod assemblies.
The crankshaft gear is indexed on the crankshaft by a dowel and secured by machined
bolts. A neoprene oil seal over the crankshaft flange is seated between the crankcase
castings in the front shaft exit area, and is sealed to the crankshaft by a helical spring
inside the seal's cavity.
The flange type crankshaft has a propeller mount flange forged on the front end with six
tapped bushings pressed into holes spaced equally around the flange. Six bolts, screwed
into the shaft flange bushings, clamp the propeller between a loose front flange and the
shaft flange.
Figure 2-5. Crankshaft

31 October 2011
Engine Description
2-2.2.2. Connecting Rods
The connecting rods halves (Figure 2-6) are machined from a single forging of aircraft
quality steel and cut in two pieces, splitting the center of the larger opening of the
connecting rod assembly. The resulting pieces, called the rod and cap are fitted with a two
piece bearing and attach to the crankpin or rod journal with special bolts and nuts.
The portion of the rod between the rod and the crankpin and piston pin ends is called the
“I” beam. A split steel-backed bronze bushing is pressed into the piston pin end and
machined for a precision pin-to-bushing fit.
Figure 2-6. Connecting Rod

2-2.2.3. Camshaft
The camshaft forging is machined on three main journals, six cam lobes and the gear
mount flange at the rear of the camshaft (Figure 2-7). The lobes and journals are ground
and hardened. Camshaft main journals are supported in the crankcase by machined
bearing saddles. Hydraulic tappets move inward and outward in their bores, following the
eccentric shape of the cam lobes. Four unequally spaced bolts secure the gear to the
camshaft and ensure proper positioning, locating the gears' timing mark in relation to the
cam lobes. The camshaft gear has internal teeth to drive the alternator. A front-mounted
bevel gear drives the accessory drive bevel gear and fuel pump through a common shaft.

31 October 2011
Engine Description
Figure 2-7. Camshaft

The camshaft gear (Figure 2-8) has 16 holes drilled in the outer track and one hole drilled
in the inner track. The speed pulse generated by the 16 hole-outer track is the Ne Pulse and
the Nc pulse is generated by the lone hole in top dead center inner track for Cylinder 1. As
the camshaft gear rotates, the holes in the gear are detected by the Speed Sensor Assembly
(SSA).
Figure 2-8. Camshaft Gear

The SSA consists of two pairs of sensors which detect steel density changes that occur
when the drilled holes in the camshaft gear pass by the sensor array. Detection of the open
holes is sent as a cam pulse signal to the FADEC Electronic Control Units (ECUs). The
ECUs determine the engine speed based on input from the SSA sensors signals which
detect the speed pulses from the camshaft gear outer track (Ne pulse) and the inner track
(Nc pulse).
2-2.3. Accessory Case
The accessory case (Figure 2-9) aluminum alloy casting is attached to the rear of the
engine crankcase, aligned with crankcase dowels. The accessory case is secured to the

31 October 2011
Engine Description
crankcase by crankcase studs and various attaching hardware. Accessory mount pads on
the rear surface are machined in one plane parallel to the machined parting flange which
surrounds the front side of the casting. Mounting pads for the magnetos, alternator cover,
starter, tachometer drive, oil filter adapter, oil pressure relief valve and an oil suction
screen boss are provided. The accessory case casting has two holes above and three studs
to attach the starter. A mounting pad is provided for a permanent oil screen housing. In
lieu of the oil screen housing, an oil filter adapter, with a screw-on type oil filter is also
available.
The oil pump housing is machined into the internal portion of the accessory case. A
machined, threaded boss is located on the lower right side of the accessory case for
installation of a non-adjustable oil pressure relief valve. Oil pump gear chambers are
machined in the interior of the accessory case. The oil pump drive gear shaft hole is
machined in-line with the camshaft and the driven gear shaft hole is directly above it.
A semicircular opening at the accessory case bottom is a machined threaded hole to
accommodate installation of the oil suction tube. Passages cast into the accessory case
allow oil to flow from the oil suction tube to the oil pump gears, pressure relief valve, and
main oil gallery. The tachometer drive shaft is the slotted end of the oil pump driven gear
shaft.

31 October 2011
Engine Description
Figure 2-9. Accessory Case

31 October 2011
Engine Description
2-2.4. Cylinders
The IOF-240 engine has four, horizontally-opposed, air cooled cylinders, two on the left
side and two on the right side of the engine. The cylinders, pistons and valve drive train
provide the momentum to sustain crankshaft movement. Aviation fuel and air are drawn
into a cylinder during the intake stroke, compressed by the piston during the compression
stroke and then ignited by a high intensity spark from each spark plug (two per cylinder).
As the mixture is ignited, the expanding gases force the piston to move inward toward the
crankshaft during the power stroke.
The head and barrel assembly (Figure 2-10) consists of externally finned aluminum alloy
head casting and a steel, nitrided cylinder barrel for wear resistance. Helical coil thread
inserts are installed in upper and lower spark plugs holes.
Figure 2-10. Cylinder Assembly

31 October 2011
Engine Description
A rotocoil assembly retains two concentric springs surrounding the exhaust valve and is
locked to the stem by tapered, semi-circular keys which engage grooves around the valve
stems. An outer retainer holds two concentric springs which surround the intake valve and
is locked to the stem by tapered, semi-circular keys which engage grooves on the stem.
IOF-240 engines use a cross flow cylinder head design. The intake ports are located on top
of the cylinder head while the exhaust ports are located below. Separate intake and exhaust
rocker covers are stamped from zinc-plated sheet steel. This cylinder design is used in
conjunction with a Balanced Induction System mounted above the engine.
2-2.4.1. Pistons
Pistons (Figure 2-11) are aluminum alloy castings with a steel insert cast into the top ring
groove. The skirts are solid and have cylindrical relief cuts at the bottom. Pistons have
three ring grooves above the piston pin bore and one ring groove below. Compression
rings are installed in the top and second grooves. The groove below the piston pin bore
contains an oil scraper. A center grooved and slotted oil control ring is installed in the third
groove which has six oil drain holes to the interior. Weight differences are limited to ½
ounce between opposing cylinders bays. Piston pins are full floating with permanently
pressed-in aluminum end plugs.
Figure 2-11. Piston Features

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

31 October 2011
Engine Description
2-2.5. Lubrication System
The engine lubrication system (Figure 2-12) delivers lubricating oil throughout the engine
to various bearings, bushings, and engine components. The wet sump lubrication system
consists of an internal engine-driven oil pump, a fixed, non-adjustable pressure relief
valve, an oil sump and oil sensing ports. Various optional oil cooler adapters allow
connection of an optional remote mounted oil cooler.
Figure 2-12. Lubrication System

31 October 2011
Engine Description
2-2.5.1. Oil Pump
The engine-driven, gear type oil pump (Figure 2-13) is a positive displacement pump that
consists of two meshed steel gears that revolve inside the oil pump cavity machined in the
accessory case. The camshaft drives the oil pump drive gear, which drives the oil pump
driven gear. The oil pump driven gear is supported by a shaft pressed into the accessory
case and the oil pump cover plate. The oil pump drive gear shaft is supported by bushings
pressed into the accessory case. The oil pump gear shaft incorporates provisions to drive a
mechanical tachometer.
The oil pump housing and oil pump gear chambers are machined in the interior of the
accessory case. The oil pump drive gear shaft bore is machined in-line with the camshaft;
the driven gear shaft rests in the bore directly above the drive shaft.
Figure 2-13. Oil Pump

2-2.5.2. Oil Sump
The oil sump body is a welded unit composed of front and rear halves of pressed sheet
steel. A thick mounting flange ring, an oil filler neck, and drain plug boss are welded to
the body to complete the assembly. The oil sump plug boss has provisions for safety
wiring the plug. A bracket welded to the neck attaches the oil sump to a stud in the lower
crankcase engine mounting arm. At the neck of the oil filler pipe, a locking device retains
the dip stick. The dipstick is marked in quarts to the full mark.

31 October 2011
Engine Description
2-2.5.3. Oil Pressure Relief Valve
A machined, threaded boss is located on the lower right side of the accessory case for
installation of a non-adjustable oil pressure relief valve. Its passages are connected to the
oil pump outlet passage. This valve opens when the oil pump pressure exceeds the
specified operating limit and directs oil back to the oil sump.
2-2.5.4. Oil Cooler Adapter
The oil cooler adapter (Figure 2-14) pad is located on the lower 2-4 side of the crankcase.
Oil cooler adapters incorporate a bypass valve to allows oil flow in the event the external
oil filter or oil cooler become clogged. Adapters incorporate provisions for the attachment
of an externally-mounted oil cooler and/or oil filter.
Figure 2-14. Oil Cooler Adapter
Figure 2-15. Oil Cooler/Filter Adapter

31 October 2011
Engine Description
2-2.6. Ignition System
The Ignition System consists of the high voltage harness and spark plugs. The high
voltage harness, constructed of a lightweight flexible silicone coated cable, consists of two
spark plug wire leads per cylinder and two spark plugs per cylinder for a total of 8 leads
and 8 spark plugs.
The FADEC System employs a waste spark ignition system. In this type of ignition, spark
plugs in each cylinder fire twice per engine cycle - once on the compression stroke and
again on the exhaust stroke.
There are two Electronic Control Units (ECUs) on an IOF-240 engine. Each ECU controls
the ignition spark for two engine cylinders - ECU 1 fires the top and bottom spark plugs
for Cylinders 1 & 2; ECU 2 fires the top & bottom spark plugs for Cylinders 3 & 4. The
ECU control channel emits an ignition pulse through the high voltage harness to fire the
top spark plug on the compression stroke and the bottom spark plug on the exhaust stroke
for the opposing cylinder.
The high voltage harness carries high voltage energy from the ECU spark towers to the
engine spark plugs. The spark tower pair is connected to opposite ends of one of the
ECU's coil packs located in the upper portion of the ECU. Each coil pack generates a high
voltage pulse for two spark plug towers. One tower fires a positive polarity pulse while the
other tower of the same coil fires a negative polarity pulse.
The ignition spark is timed to the engine's crankshaft position. The timing is variable
throughout the engine's operating range and is dependent upon the engine load conditions.
The spark intensity is varied with respect to engine load.

31 October 2011
Engine Description
2-2.7. Fuel System
The Fuel Injection System (Figure 2-16) is composed of an engine-driven fuel pump, fuel
filters, fuel distribution block, fuel injector assemblies, and a by-pass solenoid valve (also
referred to as a “diverter valve.”).
FADEC automatically controls the fuel supplied to each cylinder using solenoid-actuated
sequential port fuel injectors. Manual fuel/air mixture adjustment is neither necessary, nor
provided.
Figure 2-16. Fuel Injection System

31 October 2011
Engine Description
2-2.7.1. Fuel Pump
An engine-driven, positive displacement fuel pump (Figure 2-17) delivers fuel to the fuel
injectors. Fuel enters the fuel pump at the well of the swirl chamber where the fuel is
centrifuged and the liquid is separated from fuel vapor. The liquid fuel is directed to the
fuel pump blades. The fuel pump blades force the fuel to the fuel pump outlet through
various fittings, and fuel lines to the fuel manifold valve.
The fuel pump is directly driven at the same speed as the crankshaft; fuel flow and
pressure vary directly with engine speed. An adjustable relief valve maintains pump flow
and pressure for the lower engine speeds, while an adjustable orifice controls fuel pump
pressure for the higher engine speeds. This combination of mechanical control circuits
ensures proper pump pressure and delivery for all engine operating speeds.
Figure 2-17. Fuel Pump

2-2.7.2. Fuel Injectors
The fuel injector assembly is threaded on both ends and is made up of two parts: the
control coil and the injector (Figure 2-18). The internal components of the fuel injector
consist of a pintle valve and a spring. The solenoid creates an electromagnetic field to lift
the pintle valve and open the path for fuel to flow. The solenoid coil fits over the pintle
valve body. A support bracket is fitted on top of the solenoid to strengthen the electrical

31 October 2011
Engine Description
wiring harness. A single jam nut secures the injector, solenoid and bracket assembly. The
valve design and injector end forms a self atomizing feed for the fuel, therefore, no air
bleeds are needed to assist in fuel atomization.
Fuel is supplied to the fuel injector via steel tube fuel lines that terminate at the injectors
using a ball seal and B-nut arrangement. The control channel in the ECUs of the FADEC
System controls fuel flow through the fuel injector by switching electrical current ON and
OFF to the control coil of the fuel injector assembly. When the current is ON, fuel flows
through the injector. The ON time for a given injection event is referred to as the
“injection duration.” The control channel receives information from the FADEC System
sensors and uses this information to determine the appropriate injection duration for the
next air intake cycle.
Each control channel will independently vary cylinder injection duration depending on
current engine operating conditions. At the appropriate crank rotation angle, the control
channel will command its injector open for the required injection duration to deliver the
appropriate amount of fuel for the combustion event. When the FADEC System detects
the need for more fuel to be injected to a given cylinder, the solenoids are held ON
(OPEN) for a longer duration permitting more fuel to flow into that given cylinder. The
amount of time the injector is held in the ON state determines how much fuel is delivered
to the cylinder.
Figure 2-18. Fuel Injector

31 October 2011
Engine Description
2-2.8. Starter Assembly
The IOF-240 starter (Figure 2-19) employs an electric 12-volt starter motor mounted on
the accessory case at the rear of the engine. The lightweight starter employs a clutch
assembly which engages the crankshaft to turn the engine. An optional rear-mounted 12-
volt starter motor is also available.
Figure 2-19. Starting System

2-2.9. Alternator
The IOF-240 engine incorporates a boss on the rear of the engine accessory case for
mounting a direct drive alternator. A 12-volt, 60 amp, front gear-driven alternator is
available as optional equipment. There is also a provision for mounting a belt driven
alternator at the front of the engine.
The alternator generates electrical current for recharging aircraft batteries and powering
the aircraft electrical system. For a description of the aircraft electrical and charging
system, see the applicable Airframe Manufacturer's Instructions.

31 October 2011
Engine Description
2-2.10. Engine Cooling
The engine cylinders are cooled by transferring heat from the cylinder barrel and cylinder
head cooling fins to the surrounding airflow. The airframe engine cowling, baffles, and
baffle seals direct cooling air (which is ram air-induced by the aircraft's forward speed)
evenly around the cylinders. This airflow is regulated by the size of the cooling air inlets
and outlets. Increasing or decreasing outlet size with the use of cowl flaps changes airflow
and is used as an aid in controlling engine operating temperatures.
Figure 2-20. Engine Cooling

31 October 2011
Engine Description
2-2.11. Induction System
The downdraft type Induction System (Figure 2-21), mounted above the engine, carries
induction air to the individual cylinder intake ports. The crossflow design cylinders
improve airflow efficiency through the cylinder head. Air flows from the aircraft air inlet/
alternate air door to the engine cylinders through the Induction System.
The throttle is fitted with a Throttle Position Switch (TPS). The TPS is set to trip between
three and five degrees before the WIDE OPEN THROTTLE position. When tripped, the
TPS signals the ECU that maximum power is required which causes the FADEC System
to instantly set the fuel-to-air ratio for Best Power. This feature is necessary on fixed pitch
applications, as maximum rated engine power is not achievable during take-off roll and
climb where best power is needed.
Figure 2-21. Typical Crossflow Induction Airflow

31 October 2011
Engine Description
2-3. Engine Specifications and Operating Limits
Table 2-1. IOF-240-B Specifications and Operating Limits
General
Model IOF-240-B
FAA Type Certificate E7S0
Installation Drawing Number 655275-IOF-240B1B/B2B / 656000-ALL OTHERS
Compression Ratio 8.5:1
Number of Cylinders 4
Firing Order 1-3-2-4
Time Between Overhaul (TBO) 2000 accumulated hours or 12 years
Bore 4.43 in. 112.7 cm
Stroke 3.875 in. 98.4 cm
Piston Displacement 240 cubic inches 3.93 L
Crankshaft Speed & Brake Horsepower
Rated Maximum Continuous Operation1 125 BHP -0/+5% @ 2800 RPM
Crankshaft Speed (Maximum rated) 2800 rpm
Engine Idle Speed, Minimum 700
Rated Manifold Pressure 29.5 in. Hg
Maximum Recommended Cruise 94 bhp @ 2550 rpm
1 Performance is based on sea level, standard day, zero water vapor pressure conditions at the throttle inlet and exhaust exit with no
engine accessory load. Standard day conditions are 29.92 in Hg and 59° F. Horsepower will vary approximately 1% for each 10°F
(5.6°C) change in throttle inlet air temperature. Correction must also be made for the effect of exhaust back pressure and accessory
drive losses. Contact Continental Motors engineering for correction factors for specific applications.
Fuel System Specifications

Fuel Control System FADEC Electronic Sequential Port Fuel Injection
Fuel Minimum Grade2 100 or 100LL
Russian Commonwealth of Independent States B95/130
People’s Republic of China RH95/130
Fuel System Pressure & Flow Refer to the Engine Operational Check in Chapter 6
Boost Fuel Pump Specifications Refer to engine Detailed Model Specification
2 This engine is certified for operation with 100-LL Blue or 100 Green aviation fuel. If the minimum fuel grade is not available, use the next
higher available grade. Never use a lower grade fuel.
Fuel Consumption
Power Level BHP (kW) lbs./hr (max)
Rated Power, 100% 125 (93.2) 60-72
Cruise, 85% 106 (79) 42-52
Cruise,765% 94 (70.1) 32-37
Cruise, 65% 81 (60.4) 30-35
Ignition
Spark Plugs to be used FAA Approved Radio Shielded
Ignition Timing Variable
Spark Plug Gap Spark plug manufacturer’s specified gap.

31 October 2011
Engine Description
Table 2-1. IOF-240-B Specifications and Operating Limits
Cylinder Head Temperature (measured with bayonet thermocouples)
Normal Operational Temperature (cruise) 360° to 420°F 182° to 216°C
Maximum Allowable Operational Temperature 460°F 238°C
Minimum Take-off Temperature 240°F 116°C
Maximum Allowable Cylinder Base Temperature 310
Exhaust
Exhaust System back pressure, maximum, measured at port, inches Hg (kPa) 2.5 (85)
EGT Thermocouple Probe, min. location distance from port, in.(mm) 2.0/2.50 (50.8/63.5)
Oil
Oil Pressure - Normal Operation @ 75° to 240°F (24° 30 to 60 psig
to116°C)
Maximum Allowable Oil Pressure4 (cold oil) 100 psig
Minimum Oil Pressure @ Idle (600 RPM)4 10 psig at or below 200°F
Maximum Allowable Oil Temperature4 240°F 116°C
Minimum Take-off Oil Temperature4 75°F 24°C
Cruise Flight Oil Temperature 170° to 220° F 77° to 104° C
Oil Sump Capacity 6 quarts
Usable Oil - 16° Nose Up 3.0 quarts
Usable Oil - 10° Nose Down 3.0 quarts
Recommended Oil Grade, SAE — above 40º 50 or Multi Viscosity
Recommended Oil Grade, SAE — below 40º 30 or Multi Viscosity
Oil Grade, Specification SAE J-1899 (normal ops) SAE J-1966 (break-in)
CAUTION: Oil must be aviation oil conforming to SAE J-1899 or SAE J-1966
Brake Specific Oil Consumption
Maximum BSOC = 0.006 lb/HP/HR x (%Power/100)
Engine Physical Specifications
Weight, Dry, lb. (kg) +/- 2.5 255 (115.8)
Minimum running engine
Detailed weights by Specification Number Refer to engine model specification
Overall Dimensions, inches (mm)
Height 25.02 (636)
Width 31.41 (798)
Length 27.87 (708)
Center of Gravity, inches (mm)
Forward of rear accessory case 14.55 (369.6)
Below crankshaft centerline 0.96 (24.4)
Beside crankshaft centerline toward 1-3 side 0.06 (1.5)
Moment of Inertia, standard accessory package in·lb·sec2
(mm·kg·sec2)
Roll Longitudinal Axis, (Ix-x)
32.2 (371)
Pitch Lateral Axis, (Iy-y)
32.2 (371)
Yaw Vertical Axis, (Iz-z) 52.9 (609)

31 October 2011
Engine Description
2-3.1. Accessory Drive Ratios
Table 2-2. Accessory Drive Ratios
Maximum Torque Maximum
(in. lbs.) Overhang
Direction of Drive Ratio Moment,
Accessory Rotation1 to Crankcase Cont. Static (in lbs.)
Tachometer CW, OPT 0.5:1 7 50 25
Starter Motor CCW 24.727 50 -- --
Fuel Pump CCW 1:1 40 800
Alternator (gear driven) CCW 2.035:1 30 100 100
Alternator (belt driven) CCW 3.333:1 30 100 100
Vacuum Pump2 CW 1:1 25 -- --
1. CW=Clockwise Rotation CCW=Counterclockwise rotation; viewed facing the drive; OPT= Optional
2. Drive is an AND20000 pad modified for speed only
2-3.1.1. Accessory Drive Pad
The accessory drive pad is an AND20000 specification that has been modified for speed,
torque, and moment. The drive pad is provided with a cover in the event that its use is not
required. The drive pad does not incorporate an oil supply; only dry vacuum pumps may
be used.

31 October 2011
Engine Description
2-3.2. Performance Data
Refer to the applicable Engine Detailed Model Specification for complete engine
technical specifications, installation requirements, certification data, and engine test stand
performance.
WARNING
The performance charts included in this manual indicate
uninstalled engine performance under controlled conditions
and will vary from installed performance. The charts are
neither intended nor suitable for installed performance
specifications or flight planning. Consult the Airplane Flight
Manual or Pilot's Operating Handbook for installed aircraft
performance specification.

31 October 2011
Engine Description
Figure 2-22. IOF-240-B Fuel Flow vs. Brake Horsepower

31 October 2011
Engine Description
Figure 2-23. IOF-240-B Sea Level Performance

31 October 2011
Engine Description

31 October 2011
Special Tools and Supplies
Chapter 3. Special Tools and Supplies
3-1. Special Tools
NOTE: All tools in the Special Tool List are for reference only, not for
the purpose of promoting a particular vendor or requiring the customer to
purchase from the indicated sources. The providers listed are potential
sources for the items based on information available at the time of
printing. Customers are free to obtain equivalent items from alternate
sources.
Addresses and contact information for special tools providers are listed in
Table 3-2, “Tool, Accessory, and Supply Vendors.”
Table 3-1. Special Tools List
Special Tool Use or Reference Suggested Providers Part Number
Maintenance
0-100 psi Gauge Engine Operational Check Davis Instruments Various
(graduated in 1-psi
increments)
Alternator Analyzer Alternator Voltage Regulator Check Eastern Technology 647
Voltage Regulator Corporation
Tester
Alternator Drive Hub Alternator Assembly Ideal Aviation 9001-IA
Spanner Wrench Alternator Drive Hub Assembly Inspection
Alternator Drive Hub Alternator Drive Hub Slippage Inspection Fabricate according to ---
Torque Tool Figure 3-11
Alternator/Regulator/ Check Battery Eastern Technology E100
Battery Tester Corporation
Belt Tension Gage Drive Belt Tension Adjustment Ideal Aviation BT-33-73FIA
Borescope Cylinder Borescope Inspection Q.A. Technologies AUTOSCOPETM
Lenox Instrument
Company
Differential Pressure Cylinder Differential Pressure Test Eastern Technology Model E2M
Tester Corporation
Digital Multimeter Troubleshooting Commercial, off the ---
shelf
FADEC to PC Data FADEC Confidence Check without EDI Continental Motors 655657
Communication Cable FADEC Diagnostics
Troubleshooting
High Tension Lead Test Ignition Harness Troubleshooting Eastern Technology E5
Kit Corporation
Injector Nozzle Fuel Injector Removal And Installation Ideal Aviation 8168-IA
Removal/Insertion Tool
Laptop Personal FADEC Confidence Check Commercial, off the ---
Computer with Windows FADEC Diagnostics shelf
2000 or later operating Troubleshooting
system and available
serial port

31 October 2011
Oil Filter Can Cutter Cut Oil Filter Can Champion Aerospace CT-923
Oil Filter Torque Wrench Oil Filter Installation Champion Aerospace CT-921
PowerLink FADEC FADEC Confidence Check Continental Motors 657206
Level I Diagnostic FADEC Diagnostics
Software Troubleshooting
PowerLink FADEC FADEC Confidence Check Continental Motors EDS-22
Serial Data Cable FADEC Diagnostics
Troubleshooting
PowerLink FADEC 100 Hour Inspection Continental Motors 655869
Ignition Timing Tool Speed Sensor Installation
Troubleshooting
PowerLink FADEC USB FADEC Confidence Check Continental Motors 657252
to Serial Adapter Cable FADEC Diagnostics
Troubleshooting
Pulley Alignment Tool Belt Drive Pulley Alignment Ideal Aviation 8082-IA
Pulley Puller Remove Generator/Alternator Sheave Ideal Aviation 61-5IA
TDC Locator Engine Timing Burroughs*** Part of 3608A
Voltage & Circuit Tester Troubleshooting Eastern Technology Model 29
Overhaul
Adapter Kit Connecting Rod Piston Pin Bushing Burroughs*** 8042C
Replacement 8072C
Bearing Puller Component Maintenance Burroughs*** 8093C
Boring Bars Cylinder Repair Burroughs*** 8116-1B through -
15B
Carbide Tipped Reamer Valve Guide Reaming Kent-Moore*** 2847-2CP
2847-1CP
3606-CP
Common Drive Handle Cylinder Repair Burroughs*** 8122A
Common Parts Kit Valve Seat Replacement Burroughs*** 8116
Connecting Rod Boring Connecting Rod Piston Bushing Burroughs*** 8111A
& Alignment Fixture Replacement
Connecting Rod Connecting Rod Piston Pin Bushing Burroughs*** 8098
Bushing Removal/ Replacement
Installation Set
Connecting Rod Connecting Rod Piston Pin Bushing Burroughs*** 8042C
Bushing Installation and Replacement
Removal Tool Adapter
Kit
Connecting Rod Connecting Rod Bushing Bore Honing Kent-Moore*** 5008
Bushing Reamer 8071
Crankcase Splitter Separate The Crankcase Kent-Moore*** L423
Crankcase Through Bolt Crankcase Disassembly Burroughs*** 8114-8
Remover

31 October 2011
Cylinder Base Nut Cylinder Maintenance Kent-Moore*** 5203, 5204, &
Wrenches 8158A, 3882, &
3882-2
Burroughs*** 8079
Cylinder Heating Stand Cylinder Maintenance Burroughs*** 8156
Cylinder Holding Fixture Valve Seat Replacement Burroughs*** 5221B
Valve Guide Replacement
Valve Seat Machining
Cylinder Holding Fixture Valve Seat Replacement Burroughs*** 5221-13A
Adapters Valve Guide Replacement 5221-15A
Valve Seat Machining 5221-16A
Cylinder Hone Engine Cylinder Bore Honing Snap On Tools CFL10
Dial Indicator Gear Backlash Measurement Commercial, off the ---
shelf
Exhaust Valve Seat Valve Seat Machining Aircraft Tool Supply K491 & K91
Grinding Stone
(Roughening)
Exhaust Valve Seat Intake Or Exhaust Valve Seat Machining Aircraft Tool Supply K421 & K21
Grinding Stone
(Finishing)
Expanding Guide Valve Guide Replacement Burroughs*** 8116-1 through -16
Bodies
Generator Drive Holder Secure The Generator Drive Burroughs *** 4973
Helical Coil Extracting Helical Coil Insert Replacement Emhart Fastening ---
Tool Teknologies
Helical Coil Installation Helical Coil Insert Replacement Emhart Fastening ---
Tool Teknologies
Helical Coil Expanding Helical Coil Insert Replacement Emhart Fastening 520-2
Tool No. 520-2 Teknologies
High Speed Steel Reaming Valve Guides Kent-Moore*** 2847-1HP
Reamer 2847-2HP
3606-HP
Hommel Tester T500 & Cylinder Bore Honing Hommel America 191800
Software T1000
Intake Valve Seat Valve Seat Machining Aircraft Tool Supply K498 & K28
Grinding Stone
(Roughening)
Intake Valve Seat Valve Seat Machining Aircraft Tool Supply K428 & K28
Grinding Stone
(Finishing 30)
O-ring Installation Tool Crankcase Hardware Installation Fabricate according to ---
Figure 3-14
Oil Pressure Relief Spot Oil Pressure Relief Valve Seat Refacing Kent-Moore*** 8048
Facer

31 October 2011
Oil Seal Tool Crankcase And Accessory Drive Adapter Oil Fabricate according to MT500260
Seal Installation Figure 3-15
Piston Ring Compressor Engine Cylinder Installation Kent-Moore*** 3601
Piston Ring Removers Piston Ring Removal Kent-Moore*** 8121
Plug Gauge Cylinder Intake Valve Guide Inspection Kent-Moore*** 2848-1
Polishing Tool Engine Drive Train Inspection Burroughs*** 8087B
Pushrod Spring Pushrod Installation Kent-Moore 68-3
Compressor Tool
Reamers Valve Guide Reaming Burroughs*** 8116-1R through -
15R
Rocker Arm Bushing Rocker Arm Bushings (Single-Bushing Type) Kent-Moore*** 8118
Remover/Installer Replacement
Rocker Arm Bushing Ream Rocker Arm Bushing Kent-Moore*** 7232
Reamer 3610
Rosan Stud Remover Remove Step-Type Rosan Studs McMaster-Carr Supply ---
Company
Rosan Stud Remover Remove Rosan Studs McMaster-Carr Supply 2769A13
Company
(Rosan is a registered
trademark of Fairchild
Aerospace Fastener
Division)
Rosan Lock Ring Rosan Studs Installation Kent-Moore*** 8074
Installer
Spark Plug Insert Spark Plug Helicoil Insert Removal Burroughs*** 4919
Remover
Spark Plug Insert Spark Plug Helicoil Insert Installation Burroughs*** 4918
Replacer
Spark Plug Tap Repair Damaged Spark Plug Threads/Boss Burroughs*** 445
(18 mm)
Staking Tool Throttle Body Assembly Fabricate according to ---
Figure 3-7 through
Figure 3-10
Test Club Post-Overhaul Testing Hartzell Propeller, Inc.
Valve Guide Boss Valve Guide Reaming Kent-Moore*** 4943-1 HS
Reamers through -5HS
Valve Guide Cleaner Valve Guide Replacement Kent-Moore*** 122
Valve Guide Floating Valve Guide Replacement Burroughs*** 3170
Holder
Valve Guide Remover Valve Guide Replacement Kent-Moore*** 4981
Valve Guide Replacer Valve Guide Replacement Kent-Moore*** 2842 & 3619
Valve Guide Seal Valve Guide Seal Installation Fabricate according to ---
Installation Tool Figure 3-13
Valve Seat Grinder Set Machining Intake Or Exhaust Valve Seat Aircraft Tool Supply 1675
“Sioux Brand”

31 October 2011
Valve Seat Grinder Pilot Machining Intake Or Exhaust Valve Seat Aircraft Tool Supply AEX 437
0.437 diameter
Valve Seat (Straight Valve Seat Repair Kent-Moore*** 5224 & 5225,
Side) Insert Cutters 4909, 4954 & 4985
Valve Seat (Step Side) Valve Seat Repair Kent-Moore*** 8135, 8136, &
Insert Cutters 8138
Valve Seat Insert Valve Seat Replacement Burroughs*** 8086
Remover & Replacer
Valve Spring Engine Cylinder Assembly Kent-Moore*** 3602
Compressor Tool
Overhaul Inspection
Contour Probe Magnetic Particle Inspection Parker Research DA-200
Corporation
Federal Dimension Air Dimensional Inspection with Air Gauge MAHR Federal D-4000
Gage (with setting ring
and air plug) or
equivalent with
1.1268 Setting Ring
1.1268 Air Plug
Dial Bore Gauges Cylinder Bore Inner Diameter Dimensional MAHR Federal 545-116
Inspection
Plug Gauge Cylinder Intake Valve Guide Inspection Kent-Moore*** 2848-1
Ultrasonic Test Crankshaft Ultrasonic Inspection Krautkramer-Branson Krautkramer-
Instrument, Portable Branson P/N:
USK 7D OR 7S
USL 42
USL 48
USN 50
USN 52
Ultrasonic Test Crankshaft Ultrasonic Inspection Krautkramer-Branson DSC Block or
Instrument Calibration (Equipment Calibration) Rompas Block
Block (steel)
Coaxial Cable - Grade Crankshaft Ultrasonic Inspection Krautkramer-Branson Krautkramer-
74 RG174/U 50 ohm (For Connecting The Transducer To The Branson P/N
Microdot to BNC (6’) Ultrasonic Equipment) 118140012
Coaxial Cable MMD to Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
BNC (6’) Branson P/N
C-047
Filter (microhenry BNC Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
to BNC) Branson P/N 281-
678-200
Fixture 60 Axial Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
Branson P/N
291-678-000

31 October 2011
Flaw Detector Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
Branson P/N USL-
42 or equivalent
Transducer 5.0 MHz, Cylinder Barrel Ultrasonic Inspection Krautkramer-Branson Krautkramer-
0.125 diameter Branson P/N
SMSWS 113-214-
585
Transducer, Miniature Crankshaft Ultrasonic Inspection Krautkramer-Branson Krautkramer-
(Gamma Series 5 MHz) (Provide Piezoelectric Effect) Branson P/N
MSWS 224-580
Miniature Wedge (45 Crankshaft Ultrasonic Inspection Continental Motors 654484
shear wave)
shear wave)
shear wave)
Runout Block Set Drive Train Dimensional Inspection Burroughs*** 8117A
*or equivalent
**Providers can be subject to change or discontinue manufacturing tools
*** The rights to manufacture Burroughs and Kent-Moore tools has been acquired by Kell-Strom Tool Company.

31 October 2011
3-1.1. Vendor Contact Information
NOTE: NOTE: Items with COntinental Motors part numbers may be
purchased from Continental Motors Inc.
Table 3-2. Tool, Accessory and Supply Vendors
Supplier Address Phone FAX Web Address
Aircraft Tool P.O. Box 370 800-248-0638 517-739-1448 aircraft-tool.com
Supply 1000 Old U.S. 23 517-739-1447
Oscoda, MI 48750
Alcor 300 Breesport 800-343-7233 210-308-8536 alcorav.com
San Antonio, TX 78216 210-349-6491
Approved Aircraft 29300 Goddard Road 800-521-1046 734-946-5547 approvedaircraft.net
Accessories Romulus, MI 48174 734-946-9000
A. W. Chesterton 225 Fallon Road 800-835-4135 781-438-8971 chesterton.com
Company Stoneham, MA 02180-9101 781-438-7000
Burroughs See Kell-Strom Tools
Champion 1230 Old Norris Road 864-843-5333 864-843-5402 championaerospace.co
Aerospace, Inc. Liberty, SC 29067 m
CRC Industries/ 885 Louis Drive 800-272-4620 800-272-4560 crcindustries.com
Chemical Warminister, PA 18974 800-556-5074 215-674-2196
Products
Davis 625 E. Bunker Ct. 800-358-5525 davis.com
Instruments Vernon Hills, IL 60061
Dow Corning P.O. Box 997 517-496-6000 dowcorning.com
Corporation South Saginaw Road 800-248-2481
Midand, MI 48686
Eastern See Eastern Technology Corporation
Electronics
Eastern 180 Roberts St. 860-528-9821 easterntech.com
Technology East Hartford CT 06108
Corporation
Emhart Industrial Division 203-924-9341 203-925-3109 emhart.com/products
Fastening 50 Shelton Technology Center
Teknologies P.O. Box 859
Shelton, CT 06484
Federal Mogul Southfield, MI 248-354-7700 federal-mogul.com
Hartzell Propeller One Propeller Place 937-778-4200 937-778-4271 hartzellprop.com
Inc. Piqua, OH 45356
Hommel America 30 Peter Court 860-827-8500 860-223-2979 hommelamerica.com
New Britain, CT 06051
Kell Strom Tool 214 Church Street 800-851-6851 860-257-9694 kell-strom.com
Company Wethersfield, CT 06109 860-529-6851
Kelly Aerospace Power Systems 877-359-5355 334-386-5410 kellyaerospace.com
2900 Selma Hwy
Montgomery, AL 36108
Kent-Moore See Kell-Strom Tools

31 October 2011
Table 3-2. Tool, Accessory and Supply Vendors
Supplier Address Phone FAX Web Address
Krautkramer- 50 Industrial Park Road 717-242-0327 metrologyworld.com/
Branson Lewistown, Pennsylvania 17044 334-438-3411 storefronts/
krautkramer.html
Loctite 1001 Trout Brook Crossing 860-571-5100 860-571-5465 loctite.com
Rocky Hill, CT 06067-3910 800-243-4874
LPS Laboratories 4647 Hugh Howell Road 800-241-9334 770-243-8899 lpslabs.com
Tucker, GA 30084 770-243-8800
Lubriplate 129 Lockwood St. 973-589-9150 973-589-4432 lubriplate.com
Newark, NJ 800-733-4755
MAHR Federal 2828-L I-85 South 704-398-2298 deterco.com/products/
Charlottle, NC 28208 MahrFederal/mahr.htm
McMaster-Carr P.O. Box 4355 630-833-0300 630-834-9427 mcmaster.com
Supply Company Chicago, IL 60680-4355
Merit Abrasives 201 W. Mansville Dr. 800-421-1936 800-472-3094 meritabr.com
Compton, CA 90224 310-639-4242
Miller- 6348 Oakton St. 847-966-2022 847-966-8468 miller-stephenson.com
Stephenson Morton Grove, IL 60053 800-992-2424
Chemical
Company
Q.A. P.O. Box 61085 912-330-0500 912-330-0104 qatek.com
Technologies Savannah, GA 31420
Parker Research P.O. Box 1406 800-525-3935 727-797-3941 parkreascorp.com
Corporation Dunedin, FL 34697
Shell Oil P.O. Box 4320 713-241-4819 713-241-6511 shell-lubricants.com
Company Houston, TX 77210
Snap On (Tools) 877-740-1900 877-740-1880 snapon.com
L.S. Starrett 800-541-8887 978-249-8495 starrett.com
Company 978-249-3551
Tanair (Tanis P.O. Box 117 800-443-2136 800-443-2136 tanair.com
Aircraft Services) Glenwood, MN 56334 In Minnesota:
800-862-2443
Turco Aerospace - Structural Adhesives 925-458-8000 925-458-8030 aerospace.henkel.com/
Henkel P. O. Box 312
Aerospace Bay Point, CA 94565-0031
U.S. Industrial 15101 Cleat St. 888-4USTOOL 734-455-3256 ustool.com
Tool & Supply Plymouth, MI 48170 734-455-3388
800-521-4800
*Unless otherwise indicated, type http://www. and the internet address

31 October 2011
Cylinder
Pressure
Regulator Gauge
Pressure
Gauge
Pressure
Regulator
Cylinder
Adapter AIR Master
Slow Fill
IN Orifice
Valve
Valve
Figure 3-1. Model E2M Differential Pressure Tester (built in Master Orifice Tool)
Figure 3-2. Borescope (Autoscope®)

31 October 2011
Figure 3-3. Pulley Alignment Tool
Figure 3-4. PowerLink FADEC Serial Data Cable

31 October 2011
RS-485 to RS-
232 Translator
Figure 3-5. FADEC to PC Data Communication Cable
Figure 3-6. FADEC Timing Tool

31 October 2011
Figure 3-7. Staking Tool
Figure 3-8. Staking Tool Bill of Materials

31 October 2011
Figure 3-9. Staking Tool - Jaw Dimensions

31 October 2011
Figure 3-10. Staking Tool - Overall Dimensions

31 October 2011
Figure 3-11. Alternator Drive Hub Torque Tool

31 October 2011
Figure 3-12. Oil Seal Installation Tool

31 October 2011
Figure 3-13. Valve Guide Seal Installation Tool
Figure 3-14. O-Ring Installation Tool

31 October 2011
Medium Knurl
Stamp P/N
On Flat
Mill Flat 1/16 Radius
5/16 1.200 Dia.
1-1/4 Dia. 1/8x45° 0.783 Dia.

Before Knurl 2.00
1.00
3.00 0.68 1.00
Material 1020
Case Harden
Figure 3-15. MT500260 Oil Seal Tool
Figure 3-16. Helical Coil Extraction Tool

31 October 2011
Figure 3-17. Helical Coil Insertion Tool
Figure 3-18. Helical Coil Expanding Tool

31 October 2011
Figure 3-19. Rosan® Stud Removal Tool
Figure 3-20. Rosan Stud Removal Tool Installed on Stud

31 October 2011
3-1.2. Mechanic’s Tools
The tools listed below are required to perform overhaul procedures on the engines.
Open end wrenches – ¼-inch through 1- 1/4-inch Slide hammer

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

31 October 2011
3-2. Lubricants, Sealants and Adhesives
3-2.1. Engine Oil Specifications
Lubricating oils qualified for use in Continental Motors engines are required to meet SAE
(Society of Automotive Engineers) specifications. SAE J-1899 is the specification for
aircraft piston engine ashless-dispersant oil. SAE J-1966 is the specification for aircraft
piston engine non-dispersant mineral oil.
NOTE: MIL-L-6082E, dated 1 November 1995 and MIL-L-22851D,

dated 1 November 1995 have been superseded by SAE specifications
SAE J-1966 and SAE J-1899, respectively.
QPL-J-1899: Qualified Products List is available from:
SAE Headquarters
400 Commonwealth Drive
Warrendale, PA 15096-001
The Naval Air Systems Command maintains QPL-J-1899 and QPL-J-1966.
Naval Air Systems Command

47123 Buse Road
Building 2272, Suite 540
Patuxent River, MD 20670
http://www.anchordesk.navy.mil
Recommended Oil Grade:
Above 40°F ambient air, sea level- SAE 50 or Multi Viscosity
Below 40°F ambient air, sea level - SAE 30 or Multi Viscosity
NOTE: Continental Motors makes no endorsement of the listed products.

The alphabetical listing is provided only for the convenience of
Continental Motors customers. If the aviation oil you use or wish to use is
not listed, contact the Naval Air Systems Command.

CHANGE 1 15 June 2012
Table 3-3. Qualified SAE J-1899 Ashless Dispersant Engine Oil
Supplier Brand
Air BP Lubricants Castrol Aviator AD Oil
Castrol Aviator A Oil
ChevronTexaco ChevronTexaco Aero Oil AD
ChevronTexaco Aero Oil AD SAE 20W-50
Delta Petroleum Company Delta Avoil Oil
Exxon Company, USA Exxon Elite
Exxon Aviation Oil EE
Gulf Oil Company Gulfpride Aviation AD
Mobil Oil Company Mobil Aero Oil
NYCO SA Turbonycoil 3570
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips 66 Phillips 66 Type A 100 AD, 120 AD
Phillips 66 X/C Aviation Oil SAE 20W-50, SAE 25W-
60
Phillips 66 Victory Aviation Oil 100AW
Quaker State Oil & Refining Co. Quaker State AD Aviation Oil
Red Ram Limited (Canada) Red Ram X/C Aviation Oil 20W-50
Shell Aviation Aeroshell Oil, (Mineral) 65, 80, 100, 2F Anti
Corrosion Formula
Aeroshell Multi-grade Oil AD, 15W - 50
Aeroshell Oil W65, W80, W100
Aeroshell Oil W80 Plus, W100 Plus Anti Corrosion
Formula
Sinclair Oil Company Sinclair Avoil
Total France Total Aero DM 15W - 50
Table 3-4. Break-in Oil

Type Equivalent Application
SAE J-1966 Aviation Oil Non-dispersant mineral oil for piston aircraft
engines First 25 hours of engine operation
Phillips 66 Aviation Antirust Oil 20W-50 or until oil consumption stabilizes
Phillips 66 Aviation Type M Antirust Oil 20W-50
MIL-C-6529 Type II Corrosion Fly-away oil
preventive mineral oil
NOTE: Mineral oil conforming to MIL-C-6529 Type II contains a
corrosion preventive additive and must not be used for more than 25
hours or six months, whichever occurs first. If oil consumption has not
stabilized in this time, drain and replenish the oil and replace the oil filter.
Table 3-5. Preservative Oil
Type Equivalent Application
MIL-P46002A NOX-RUST 1101 Temporary or Indefinite Storage
MIL-P46002A Motorstor Engine Protectant Temporary or Indefinite Storage

15 June 2012 CHANGE 1
3-2.2. Oil Change Intervals
Refer to the engine maintenance manual and/or the aircraft manufacturers or
Supplemental Type Certificate (STC) holders AFM/POH for fuel specifications, specified
oil change intervals and inspection procedures.
Oil change intervals published in this manual are minimum requirements. More frequent
oil and filter changes enhance engine service life. We recommend engine oil be drained
and replenished every 25 hours of operation or 4 months for engines that incorporate an
oil screen. Engines with full flow oil filters, should have the oil changed every 50 hours or
6 months.
NOTE: When using the small (4.80 inch high oil filter) do not exceed 50
hours and/or 6 months between oil and filter changes. Oil screens and oil
filter elements must be inspected for contaminates at each oil change. Oil
analysis may be used in addition to the oil screen or filter element
inspection, but not as a replacement for it.
3-2.3. Additives
There are many fuel and oil additives and/or concentrates on the market today which were
formulated primarily for automotive and industrial engine applications. From time to time,
we receive inquiries regarding use of these products in our aircraft engines. Most of these
additives and concentrates, while they may be highly beneficial to automotive and
industrial operation, are not compatible with air-cooled, light aircraft engines in their
operating environments. With the exception of the use of isopropyl alcohol and ethylene
glycol monomethyl ether compound described in the following paragraph, we do not
recommend the use of additives or concentrates in any of our aircraft engines. In fact, the
use of such additives may void the engine warranty. Use only recommended fuels and
lubricants.
WARNING
Mixing of the DEGMME compound with fuel concentration in
excess of the recommended (0.15 percent volume maximum)
could have a harmful effect on engine components. Use only the
manufacturer’s recommended blending equipment and
procedures to achieve proper proportioning.
Under certain ambient conditions of temperature and humidity, sufficient quantities of
water may exist in the fuel to create restrictive ice formation in the fuel supply. To
alleviate this occurrence, it is permitted to add no more than three percent Isopropyl
Alcohol to the fuel supply. Also, Diethylene Glycol Monomethyl Ether (DEGMME)
conforming to military specification MIL-DTL-85470B, if approved by the aircraft
manufacturer, may be added for this purpose. The DEGMME compound must be carefully
mixed with the fuel in concentrations not to exceed 0.15 percent by volume.

31 October 2011
Table 3-6. Lubricants
Type Application Remarks
Part No. 646943 Fuel injector nozzles (at cylinder head) Use sparingly on male threads only
(Loctite 76732 Anti-Seize Exhaust studs Apply to nut end before torque
Lubricant)
Mechanical tachometer drive housing At engine assembly
threads not through to an oil source.
Vernatherm plug
All 0.3125 and larger studs unless
otherwise noted
Throttle body air reference fittings Where applicable
Part No. 654468 Fuel injection linkages During assembly
(Shell #5 MIL-G-3545-C Grease) Fuel pump o-rings
Fuel pressure regulator spring seat
Mixture shaft bushings
Part No. 654561 Light coat at contact point between nut seat All Models
(Shell Alvania # 2) and ignition lead ferrule
Part No. 656817 Starter worm gear & bevel gear teeth All Models during engine assembly
(Molyshield Grease) Needle bearings and ball bearings
Valve stems
Accessory drive splines and couplings where applicable
Oil seal lips only All Models
Fuel injection controls, o-rings, springs, Except 360, TSIO-520-D, FTSIO-520-K,
shafts and bushings which use 50W motor oil
Oil pumps (pressure & scavenge) Coat gear cavity during pump assembly
CHAMPION Spark Plug Thread Spark plugs
® All Models
Lubricant No. 2612 or
Manufacturer’s recommended
spark plug thread lubricant
Chesterton #995 Release agent Induction system hoses and flex duct All Models
or WD-40 connections, fuel pump aneroid seal
CRC 3-36 Rust Preventative Spray exhaust end of turbocharger Engine Preservation
Compound
Dow Corning® No. 4 Rubber oil seal of spin-on oil filter where applicable
Governor pad gaskets (both sides)
Starter adapter cover o-rings

Dow Corning® G-N Paste Camshaft lobes and tappet faces During engine assembly
LPS 2 Throttle & Mixture Control linkages Apply at pivot points during periodic
maintenance
Lubriplate 630 AA Throttle and Mixture Control Apply at pivot points during assembly
Lubriplate 930 AA O.D. of valve guides During valve guide installation

31 October 2011
Table 3-6. Lubricants
SAE J-1966 Grade 50 Aviation Crankshaft bearings All Models
Oil Connecting rod bearings
Prop driver, driven gears & bearings
Camshaft bearings
Tachometer gears & adapters
Accessory spur gear teeth
Prop governor transfer collar & sleeve
Starter cone, bushing & nut
Starter clutch spring (ID & OD)
Valve guide seals Apply to sealing surface
Pistons, piston pins & piston rings All Models
Thrust washers All Models
Oil filter adapter seals
O-rings
Cylinder studs and through bolts, lubricate bolt thread and nut seat before
crankcase studs, connecting rod bolts and tightening nuts
nuts; and engine accessory studs unless
otherwise specified
Table 3-7. Sealants

Part No. 642188 Cam bore cover gasket - (except beaded gaskets)
(CRC Copper Coat 401504 Idler pin gasket
Gasket Sealant)
Intake manifold gasket All Models
All press type plugs (Hubbard etc) All Models
In parting line area of 3-way joints Sump to crankcase or
sump to crankcase to
accessory case
2 bolt suction tube gasket - both sides where applicable
Part No. 646940 - F/I Sealant All pipe thread fittings in fuel injection system where applicable
(Loctite 569 Hydraulic Sealant)
Part No. 646942 - Gasket Maker Crankcase parting face where applicable
(Loctite 515TM Gasket Engine nose seal, scavenge oil pump covers, between All Models
®
Eliminator Flange Sealant) crankcase and sump gasket, oil pump covers
Between starter adapter gasket & crankcase Permold engines
Between oil sump and sump gasket Non-beaded gaskets
642910 oil seal, O.D. of all uncoated oil seals, except fuel where applicable
pump adapter seal
Part No. 649246 Throttle body & fuel pump data plate screws where applicable
(Loctite 290 Sealant) Swaged pushrod housings
Part No. 653692 Crankshaft nose oil seal area All models
(Loctite LocQuic Primer 7649)

31 October 2011
Table 3-7. Sealants
Part No. 654663 Crankcase parting face Apply according to
(Loctite 30516) Starter adapter to accessory case assembly instructions
with Part No. 641543 Silk Thread
Accessory drive adapter
Pressure oil pump covers,
Pressure scavenge pump covers
Loctite 592 Teflon PS/T Pipe Use on all pipe threads except as noted where applicable
Sealant All pressure relief valve housing threads
Permold 2 studs engine mount 1-3-5 side bottom
All threaded fasteners installed in a through hole to an oil Apply before installing
source threaded fastener
Table 3-8. Adhesives

Part No. 646940 Manifold valve to bracket screws All models
(Loctite 222 Sealant) or optional Studs 0.25 diameter and smaller All models
(Loctite Hydraulic Sealant 569)
Manifold valve assembly data plate screws All models
Part No. 646941 Cylinder deck studs breakaway torque
(Loctite 271 High Strength minimum 100 in-lbs. after
Adhesive Sealant) two hours
used with Part No. 653693 Crankcase nose seal retainer bolts All models
(Loctite 7471 Primer)
Fuel manifold valve diaphragm & plunger All models
Mechanical tachometer drive studs to an oil source where applicable

Press fit breather and oil fill necks
Squirt nozzle All models
Part No. 654470 Air throttle & fuel metering assembly All models
(3M Brand EC 1252 White Spot Cylinder deck stud nuts & through bolts
Seal Putty) Fuel pump, manifold valve, throttle and control fittings
Part No. 654562 Fuel pump adapter seal
(Loctite 609 Adhesive / Sealant) Fuel pump shaft seal
Starter clutch assembly
Part No. 655700 Cylinder baffle isolators
Rubber vibration isolators
Chafing pads
TM
3M Super 77 Adhesive EMI Gasket All FADEC

31 October 2011
Table 3-9. Miscellaneous
Part No. 535011 Where safety wire is required
Safety wire -.032 in dia. Steel,
Corrosion Resistant
Part No. 626531-1 High temperature paint for cosmetic and corrosion
Enamel - Gold (1qt) protection
Part No. 626531-2
Enamel - Gold (1 gal)
“ACCELAGOLD” Corrosion protection interior and exterior aluminum parts
Turco® Products

31 October 2011
Airworthiness Limitations
Chapter 4. Airworthiness Limitations
The Airworthiness Limitations Section is FAA approved and specifies maintenance
required under §§ 43.16 and 91.403 of the Federal Aviation Regulations unless an
alternative program has been FAA approved.
Federal Aviation Regulations §§ 43.16 and 91.403 require owner/operator compliance
with all maintenance limitations in this section concerning mandatory replacement times,
inspection intervals, and other related procedures that are specific to this engine. Any such
limitations listed below are part of the design limits of the engine, which was type certified
based upon required owner/operator compliance with the limitations.
4-1. Mandatory Replacement Times
Subject to additional information contained in FAA Airworthiness Directives issued after
the date of certification, the engines covered in this manual do not contain any
components having mandatory replacement times required by type certification.
4-2. Mandatory Inspection Intervals
Subject to additional information contained in FAA Airworthiness Directives issued after
the date of certification, the engines covered in this manual do not require specific
intervals of inspection pursuant to type certification.
4-3. Other Related Procedures
Subject to additional information contained in Airworthiness Directives issued after the
date of certification, there are no other related procedures required pursuant to the type
certification for the engines covered in this manual.
4-4. Distribution of Changes to Airworthiness Limitations
Changes to this Airworthiness Limitations Section constitute changes to the type design of
the engines covered in this manual and require FAA approval pursuant to Federal Aviation
Regulations. Changes which result in new or more restrictive limits, will be published in
FAA Airworthiness Directives.

31 October 2011
Airworthiness Limitations

31 October 2011
Engine Removal & Installation
Chapter 5.Engine Removal & Installation
5-1. Engine Removal
WARNING
Turn the ignition switch off, ensure aircraft is properly
grounded and disconnect engine electrical power prior to
commencing any engine maintenance. Do not stand or place
equipment within the arc of the propeller.
NOTE: As each part is disconnected and removed it must be identified.
Photographs can be a valuable asset for orientation of parts and
components during engine re-assembly.
1. Turn off the Ignition Switch and Master Power Switch according to the airframe
manufacturer's instructions.
2. Open the circuit breakers powering the FADEC circuit(s) according to the airframe
3. Turn the fuel selector valve to the OFF position according to the airframe
4. Disconnect the aircraft battery power according to the airframe manufacturer’s
instructions.
5. If all cylinders will be replaced during overhaul, proceed to step 6. If the cylinders
will be overhauled, perform a “Cylinder Differential Pressure Test” according to the
instructions in Section 6-4.3.3 using a copy of the Cylinder Inspection checklist to
record test results.
6. Remove engine compartment cowling and airframe accessories that could obstruct
engine removal according to the airframe manufacturer's instructions.
7. Remove the airframe baffling required to avoid contact with the engine nacelle
during removal according to the airframe manufacturer's instructions.
8. Disconnect the airframe electrical harness from the starter and alternator according
to the airframe manufacturer's instructions.
9. Disconnect and tag the engine wiring bundles and other connections from the
following components according to the airframe manufacturer’s instructions.
a. Pneumatic pump
b. Tachometer drive
c. Oil temperature connection
d. Airframe fuel supply and return hoses to the engine driven fuel pump
e. Throttle control
f. Airframe accessories and instrument connections

31 October 2011
10. Remove the ignition harness from the engine (Figure 5-1):
a. Remove all clamps (13) and cable ties (12) securing the ignition harness.
b. Remove the high voltage harness connectors from the ECU (1 & 2) spark
towers.
c. Place protective covers over the threaded end of the ECU spark towers.
d. Remove the high voltage harness connectors from the spark plugs (11).
e. Discard the ignition harness.
11. Remove and discard the upper and lower spark plugs (11) and copper gaskets from
each cylinder.

31 October 2011
Figure 5-1. Ignition Harness

1 Ignition Harness Assy 5 High Voltage Lead Cyl 2-Bottom 9 High Voltage Lead Cyl 4-Bottom
2 High Voltage Lead Cyl 1-Top 6 High Voltage Lead Cyl 3-Top 10 Clamp
3 High Voltage Lead Cyl 1-Bottom 7 High Voltage Lead Cyl 3-Bottom 11 Cable Tie
4 High Voltage Lead Cyl 2-Top 8 High Voltage Lead Cyl 4-Top

31 October 2011
12. Disconnect the Engine Low Voltage Harness from the airframe and electronic
control units:
a. Disconnect the 19-pin (Figure 5-2) (P5 and P6) engine low voltage harness
bulkhead connectors.
b. Remove all clamps and cable ties (20 & 28) securing the engine low voltage
harness to the engine and airframe.
c. Remove the 120 pound cable ties (21) from each ECU (2 & 3).
d. Cut, remove and discard the safety wire from the ECU 50-pin connectors.
CAUTION: Do not disconnect the engine low voltage harness
connectors by pulling the cable.
e. Loosen the captive fasteners and disconnect the ECU 50-pin connectors.
f. Grasp the ECU 50-pin connectors and disconnect them from the ECU.
g. Place protective covers over the ECU 50-pin connector.
NOTE: Removing the ECU from the airframe will provide additional
engine compartment clearance and prevent ECU damage during engine
removal.
13. Remove the engine (not shown) and ECU ground straps (9) from the airframe.
CAUTION: The ECU contains electrostatic discharge (ESD)
sensitive circuitry. Prior to handling an ECU or any electronic
component, the aircraft maintenance technician must ground
themselves to the airframe with an ESD wrist strap or by touching
bare metal of the aircraft and ECU at the same time Each ECU is
shipped in a sealed, anti-static plastic bag. Keep the ECU in the
sealed bag until it is time to install it on the engine to prevent
damage from electrostatic discharge.
14. Remove and discard the EMI gasket (6) and Geltek environmental seals (5) from the
ECU 50-pin connector.
15. Remove the ECUs (2 & 3) from the airframe according to the airframe
manufacturer’s instructions; insert the ECUs in an antistatic bag.
CAUTION: Do not attempt to open the ECU. There are no field
serviceable parts inside. Opening the ECU may cause damage that
could result in abnormal engine operation or loss of power while in
flight.
16. Pack the ECUs (2 & 3) for core return shipment. Electronic Control Units must be
replaced during engine overhaul.

31 October 2011
Figure 5-2. Engine Low Voltage Harness

1 Engine Low Voltage Harness 9 Ground Strap 17 Jam Nut 25 Ground Strap
Manifold Air Pressure (MAP)
2 Electronic Control Unit #1 10 Sensor 18 Washer 26 Cable Tie
3 Electronic Control Unit #2 11 Fuel Pressure Sensor 19 Support Bracket 27 Screw
4 Speed Sensor 12 Manifold Air Temp. Sensor 20 Cable Tie 28 Washer
5 Sealant Strip - 50 Pin 13 Exhaust Gas Temp. Sensor 21 120# Cable Tie
6 EMI Gasket - 50 Pin 14 Cylinder Head Temp.Sensor 22 Screw
7 Sealant Strip -25 Pin 15 Fuel Injector Coil 23 Throttle Position Switch (TPS)
8 EMI Gasket- 25 Pin 16 Fuel Injector Nozzle 24 Cylinder Head Bayonet Adapter
17. Remove the propeller, spinner and back-plate according to the propeller and
airframe manufacturers’ instructions.

31 October 2011
18. Unscrew the band clamps securing the Exhaust Gas Temperature (EGT) Sensors
(13) to the exhaust risers. Remove the EGT probes from the exhaust pipes and place
the sensors on top of the engine.
19. Wrap the remainder of the engine low voltage harness in a bundle on top of the
engine for safe handling until it is removed.
20. Disconnect and remove the exhaust system from the airframe according to the
airframe manufacturer's instructions.
21. Remove the oil sump drain plug and gaskets and drain the engine oil according to
the “Engine Oil Servicing” instructions in Section 6-3.8.
22. Temporarily re-install the oil sump drain plug and gaskets to avoid contamination
during transit. The gaskets will be replaced when the oil is serviced.
23. Remove all wiring bundle attaching clamps and hardware according to the airframe
manufacturer's instructions. Route airframe wiring bundles clear of engine.
24. Disconnect any remaining airframe hoses and lines that may interfere with engine
removal according to the airframe manufacturer's instructions.
CAUTION: Do not use tape and/or plugs inside open lines or
fittings.
25. Properly cap (or plug) off lines and connections to prevent fuel spillage and debris
from entering the engine.
26. Ensure all wires, lines, hoses and attachments between the engine and airframe are
disconnected.
CAUTION: Do not allow the chains to become entangled in the
engine or its hardware. Ensure the area is clear when lifting the
engine. Do not allow the front, rear, sides or bottom of the engine to
bump or strike any obstructions to prevent damage to the engine or
its components.
27. Attach the engine hoist to the engine lifting eyes. (For the location of the lifting
eyes, refer to the “Engine Installation Drawings” in Section 5-3).
28. Remove the engine mount isolators and fastening hardware according to the
29. Relieve the engine weight from the engine mounts and carefully lift the engine
slowly out of the airframe.
30. Place the engine on an engine stand, transport dolly or engine shipping container
base.
31. Use a tank sprayer filled with stoddard solvent and soft bristle brush to preclean the
engine, followed by a wash with a mild soap and water solution. Rinse thoroughly
with clean water to minimize contamination before bringing the engine in the shop
area for disassembly.

31 October 2011
5-2. Engine Installation
Engine installation drawings are provided in Section 5-3
5-2.1. Common Tools and Consumable Supplies Required
1. Hoist
2. Oil conforming to SAE J-1966 (break-in oil, non-dispersant mineral oil) MIL-C-
6529 Type II (Fly-away oil)
3. Ashless dispersant oil conforming to SAE J-1899
4. MIL-P-46002, Grade 1 oil
5. 100 Green or 100-LL Blue aviation fuel
6. Spark plugs and new copper gaskets
7. Safety Wire (0.020” and 0.032”)
8. Cable ties (various sizes, including 120# nylon)
9. Bladder-type pressure pot (at least 1 gallon capacity)
10. Type 1 flammable fuel container
11. Clean fuel hoses
12. AN union fittings
13. Rubber grommets
14. 3M™ Super 77™ Adhesive Spray
15. MS-122AD Spray (procured from Miller-Stephenson)
16. Dow Corning No. 4 Electrical Silicone Grease
17. Spark Plug Manufacturer’s recommended spark plug thread lubricant
18. Loctite Hydraulic Sealant
19. Anti-seize Lubricant
20. Loctite Pipe Sealant
21. Other supplies required by the airframe manufacturer

31 October 2011
5-2.2. Engine Receipt and Handling
CAUTION: Electronic Control Units (ECUs) contain electronic
circuitry sensitive to electrostatic discharge. The units are shipped in
a sealed anti-static plastic bag. Keep the units in the anti-static bags
until installation.
Some Engine Low-Voltage Harness connectors ship loose, to be

connected during engine installation. These connections are shipped
with protective covers. Keep the covers on the connectors until ready
to mate the plugs to their associated jacks.
When the engine arrives, inspect the crating for damage. If the engine crating appears
damaged, notify the freight shipping company for resolution. If the crating appears intact,
proceed to Section 5-2.2.1.
5-2.2.1. Uncrating the Engine
1. Remove the lag screws attaching the wooden cover to the base.
2. Lift the wooden cover and remove it.
3. Open the plastic bag wrapped around the engine.
4. Inspect the engine according to the “Acceptance Inspection” criteria in Section 5-
2.2.3.
NOTE: The engine is preserved for long term storage at the factory; if it is
not immediately installed after acceptance, refer to the “Engine
Preservation and Storage” in Section 9 for ongoing corrosion protection
instructions. Environmental conditions (humidity), seasonal changes, and
engine usage influence susceptibility to corrosion. In areas of high
humidity, corrosion can occur within two days of uncrating the engine.
The owner/operator is responsible for recognizing the risk of corrosion
and taking the appropriate precautions.
5. If the engine will be stored for any length of time, refer to the “Engine Preservation
and Storage” instructions in Chapter 9.
5-2.2.2. Crating an Engine for Shipping
1. Lower the engine onto the container base.
2. Attach the engine using shock mounts and bolts.
3. Cover the engine with a plastic bag.
4. Install and attach the container cover to the base.

31 October 2011
5-2.2.3. Acceptance Inspection
CAUTION: If the hidden engine damage or corrosion is discovered,
contact Continental Motors (see “Contact Information” in
Section 1-3). Do not install or place a damaged/corroded engine in
service or storage.
1. Verify the engine serial number and model number on the engine nameplate are the
same as specified in the engine logbook and the packing slip.
2. Inspect the engine for signs of damage or corrosion.
a. If the engine exhibits no sign of damage or corrosion, proceed with installation.
b. If damage or corrosion is discovered, contact the supplier of the engine for
disposition.
5-2.2.4. Engine Transport
Refer to the “Engine Installation Drawings” in Section 5-3 for the engine lifting eye
locations.
CAUTION: Do not allow chains to become entangled on the engine
or its hardware. Be sure the area is clear when lifting the engine. Do
not allow the front, rear, sides or bottom of the engine to strike any
obstructions as the extreme weight may damage the engine or its
components.
1. Attach a hoist to the engine lifting eyes located at the top of the crankcase backbone.
2. Take up slack on the hoist prior to loosening the engine mount bolts; remove the bolts
from the shipping shock mounts.
3. Lift the engine and install it on a transportation stand or dolly.

31 October 2011
5-2.3. Prepare the Airframe for Engine Installation
For installation of the engine on other than the airframe (equipment test stand), the
mounting of the FADEC components and wiring harness must meet the same
requirements as those of the aircraft:
NOTE: Detailed interface limitations and requirements for the FADEC
System are provided in the Engine Model Specification.
1. The following components must be installed and in working order:
a. Aircraft fuel filter
b. Aircraft fuel boost pump
c. Two isolated electrical power sources.
NOTE: The cabin harness and wiring are specifically designed for the
engine configuration and display equipment, i.e. analog gauges, digital
engine monitors, etc. The cabin harness is designed and supplied by the
airframe manufacturer to interface with the FADEC engine low voltage
harness.
2. Mount the following FADEC components in the cabin prior to engine installation:
a. Health Status Annunciator (HSA) or approved equivalent system status
indicator.
b. FADEC Cabin Harness.
c. FADEC System power supply circuit breakers and switches.
d. Boost Pump Mode Switch (BPMS).
e. Serial Bus Controller (SBC)
f. (Optional) Engine Data Interface (EDI) (if included in certified configuration).
g. Secondary Power Source (SPS) (if cabin-mounted battery).
NOTE: If a dedicated backup battery is used as the Secondary Power
Source, a battery condition monitor must be used and the battery must be
replaced every 12 calendar months.
3. Install the bulkhead connectors according to the airframe manufacturer’s
instructions.
WARNING
Purge the aircraft fuel tanks and lines to remove contamination
prior to connecting the fuel supply to the engine. Failure to
purge contamination may cause erratic engine operation.
Fuel injectors are sensitive to dirt and particulate
contamination. To avoid contamination, do not disconnect fuel
line connections between the fuel pump and the fuel injectors.
CAUTION: Follow the airframe manufacturer’s schedule interval
for airframe mounted fuel and oil hoses. Hoses become brittle with

31 October 2011
age; Continental Motors recommends hose replacement coincident
with engine overhaul to avoid immediate contamination or failure at
a later date.
4. Replace all aircraft flexible oil and fuel hoses according to the aircraft
manufacturer’s instructions prior to engine installation.
5. Clean the aircraft fuel strainer and allow at least one quart of fuel to flow through the
strainer and fuel supply line into a container fitted with a paper filter.
6. Clean the aircraft fuel strainer and allow at least one (1) quart of fuel to flow through
the strainer and fuel supply line into a Type 1 fuel container through a paper filter.
Inspect the paper filter for contamination.
RESULT: if the fuel supply is free of contamination, proceed with engine
installation. If contaminants are found in the fuel supply, isolate and correct the
source of contamination prior to connecting the aircraft fuel supply to the engine
driven fuel pump.
7. Perform the “Cabin Harness Functional Check” according to instructions in
Chapter 8.
5-2.4. Prepare the Engine for Installation
Remove packing material, tags, and the preservative fluid from the oil sump of new,
rebuilt, overhauled or stored engines prior to installation.
NOTE: If the engine won’t be installed immediately, refer to the “Engine
Preservation and Storage” instructions in Section 9. Remove the shipping
plugs or dehydrator plugs from the spark plug holes.
1. Remove the shipping plugs (or dehydrator plugs) from the spark plug bores.
2. Remove the AN-4060 protectors from the ignition leads.
3. Place a basin under the engine to catch the cylinder preservation oil.
NOTE: A small amount of preservative oil remaining in the cylinder bore
is acceptable; it will burn off during the first engine start.
4. Turn the crankshaft through at least two complete revolutions to remove the cylinder
preservation oil from the cylinders.
5. Catch the cylinder preservation oil draining out of the lower spark plug holes.
NOTE: If corrosion or abnormal conditions are discovered during the
borescope inspection, contact the supplier (If the engine was obtained
from Continental Motors, refer to “Contact Information” in Section 1-3)
for disposition instructions.
6. Inspect the cylinder bores with a borescope for rust and contamination according to
“Cylinder Borescope Inspection” instructions in Section 6-4.3.4.
7. Remove the oil sump drain plug and drain the remaining cylinder preservation oil
from the oil sump. Drain plug locations are depicted in the “Engine Installation
Drawings” in Section 5-3.

31 October 2011
8. Reinstall the oil sump drain plug with a new crush washer; torque the drain plug to
Appendix B specifications; safety wire the drain plug according to instructions in
Appendix C.
9. Place a catch basin underneath the fuel pump. Remove the shipping cap installed on
the fuel pump inlet fitting. Disconnect the fuel pump outlet hose from the outlet
fitting. Allow the preservative fluid to drain from the fuel pump and hose; reconnect
the fuel hose to the fuel pump outlet fitting and torque the fitting to Appendix B
specifications. Re-install the shipping cap.
NOTE: Optional accessories such as hydraulic pumps, vacuum pumps,
etc. may be installed in the accessory drive pad on the lower forward
corner of the 1-3 side of the crankcase. Remove the accessory drive cover
and install a new gasket. Install accessories according to the airframe
manufacturer’s instructions.
10. Install all airframe manufacturer-required components according to the airframe
manufacturer’s instructions, including the following:
a. Cooling baffles
b. Hoses and fittings
c. Brackets
d. Ground straps
e. Vacuum pump
f. Exhaust system
g. Other airframe manufacturer required item(s)
11. Install the engine in the sequence indicated in Section 5-2.5.
5-2.5. Engine Installation Sequence
1. Refer to the “Engine Installation Drawings” in Section 5-3 for engine dimensions,
clearances, and connections. Repair discrepancies as they are discovered. Install the
engine in the airframe mounts according to the airframe manufacturer’s instructions.
2. Attach a hoist to the engine lifting eyes located at the top of the crankcase backbone.
3. Take up slack on the hoist prior to loosening the engine mount bolts; then remove
the bolts from the shipping shock mounts.
4. Maneuver the engine into position and secure the engine on the airframe mount
points.
5. Install the exhaust system according to the airframe manufacturer's instructions.
WARNING
Oil pressure is applied to the face of the accessory drive pad. If
gasket or accessory covers are not properly installed and
torqued to Appendix B specifications, oil leakage will occur.

31 October 2011
6. Connect the remote oil cooler (if equipped) hoses to the engine oil cooler adapter
according to the airframe manufacturer's instructions.
7. Service the engine to the specified oil sump capacity according to instruction in
“Engine Oil Servicing” instructions in Section 6-3.8.
8. Turn the Ignition Switch to the OFF position.
WARNING
Do not install the ignition harness “B” nuts on the spark plugs
until the propeller installation and the ignition system
operational checkout is complete. Failure to comply can result
in bodily injury when the propeller is rotated during
installation.
9. Install the ground straps for the engine, airframe and Electronic Control Units
according to the instructions in Section 5-2.5.1.
10. Install the Electronic Control Units according to the instructions in Section 5-2.5.2.
11. Connect the FADEC engine low voltage harness to the engine according to the
instructions in Section 5-2.5.3.
12. Connect the starter and alternator wiring according to airframe manufacturer’s
instructions.
13. Install the propeller according to the airframe and propeller manufacturer's
instructions.
14. Install any remaining aircraft accessories according to the airframe manufacturer's
instructions, including:
a. Pneumatic or vacuum pumps
b. Tachometer (mechanical) drive cable
c. Oil temperature and/or oil pressure sensor connections
d. Fuel pressure sensor and/or fuel flow transducer connections
e. Exhaust Gas Temperature sensor connections
f. Manifold pressure gauge line
g. Throttle control cable(s)
h. Remaining airframe manufacturer’s supplied accessories and instrument
connections
15. Perform the “Engine Pre-oiling” procedure according to Section 5-2.5.4.
16. Connect the aircraft fuel supply, fuel return, and fuel vent connections according to
the airframe manufacturer’s instructions.
17. If the engine model is configured with a fuel diverter valve, connect the diverter
valve fuel and electrical connections according to the airframe manufacturer’s
instructions.

31 October 2011
18. Complete the “Fuel Pump Connections” according to instructions in Section 5-2.5.6.
19. Complete an “Installation Inspection” according to the instructions in Section 5-2.7.
WARNING
Do not operate the engine until all hardware, spark plugs,
gaskets, and seals are in place and torqued, and the oil sump is
properly filled to the specified capacity with oil.
20. Perform the “Engine Operational Check” according to instructions in Section 6-3.7.
5-2.5.1. Ground Strap Installation
1. Refer to the airframe manufacturer's instructions for specific ground point locations.
2. Install two ground straps on the airframe for the engine; install two ground straps on
the airframe for each ECU for a total of six ground straps.
a. Remove the paint in a ¾” circle surrounding the ground point.
b. Use a Scotch-Brite pad to clean the contact surface.
c. Apply Alodine to the surface according to the manufacturer's instructions and
allow to dry.
d. Apply a thin layer of Dow Corning No. 4 Electrical Silicone Grease to the
grounding point and around the threaded mounting points.
e. Measure the resistance from the grounding point to aircraft ground using a digital
volt ohm-meter (DVM). The resistance must be less than 0.5 ohms. If the
resistance is more than 0.5 ohms, clean the grounding connections and repeat the
resistance measurement.
f. Each strap must be mounted to a separate airframe grounding point.
g. Ground straps must be positioned with at least four inches separation.
3. Measure the resistance from the loose end of each ground strap to aircraft ground
using a digital volt ohm-meter (DVM). The resistance must be less than 0.5 ohms.
4. If the resistance is more than 0.5 ohms, clean the grounding connections and repeat
the resistance measurement.
5. Install the ground straps and torque to Appendix B specifications.
5-2.5.2. Electronic Control Unit Installation
CAUTION: Electronic Control Units (ECUs) contain electronic
circuitry which is sensitive to electrostatic discharge (ESD). The
units are shipped in sealed, anti-static plastic bags. Keep the ECUs
in the anti-static bags until installation. When handling the ECU,
wear an ESD wrist strap or touch a ground point or bare metal on
the airframe often to maintain ground potential with the airframe.
1. Prepare the mounting location for and install the ECUs on a rigid support structure
using four fasteners through the mounting holes in the ECU housing according to

31 October 2011
the instructions provided by the airframe original equipment manufacturer (OEM)
or STC holder.
2. Locate the product part number on the ECU identification label. The part number
format is XXXXXX-X. The “dash” number after the hyphen identifies the ECU
designation. Each ECU must be installed in the correct location in order for the
system to function properly. ECU 1 will have a dash number of 1 and connect to P1.
A number 2 after the hyphen designates the ECU as ECU 2, which connects to P2.
3. Inspect the Geltek® sealant strip and electromagnetic interference (EMI) gasket for
proper positioning and serviceability on each new ECU 50-pin header (Figure 5-3).
If the sealant strip or EMI gasket are serviceable, proceed to step 4. If the EMI
gasket or Geltek ® seal is missing or damaged, remove the faulty gasket or seal,
clean the ECU surface surrounding the 50-pin header with MEK and proceed to
step a.
Notched Edge
Sealant Strip
EMI Gasket
Figure 5-3. ECU 50-pin Header with EMI Gasket and Sealant Strip
a. Carefully apply a Geltek® sealant strip to each ECU 50-pin header with the
adhesive side contacting the header. A small portion of the seal may overhang
each end of the header. Trim the overhanging edges of the sealant strip flush with
the edge of the 50-pin header. Smooth any wrinkles or irregularities observed in
the seal (Figure 5-4).
Figure 5-4. Smooth Sealant Strip

31 October 2011
b. Place the new EMI gasket face down on a disposable sheet of paper (newsprint,
craft paper) Apply a light coating of 3M™ Super 77™ Spray Adhesive to the
back side of the EMI gaskets and allow 30 seconds for the adhesive to become
tacky.
c. Place the EMI gasket (glue side down) in position over the connector header with
the notched edge of the gasket adjacent to the ribs on the safety tab. The
completed installation should resemble Figure 5-3.
4. Apply a thin film of Dow Corning No. 4 Electrical Silicone Grease to the outer
metal rim of the ECU 50-pin header (Figure 5-5) with a small applicator.
Figure 5-5. Apply Electrical Silicone Grease to ECU Header

5. For each ECU, connect two of the ground straps prepared in Section 5-2.5.1. Attach
the loose end of the ground strap (Figure 5-6) to the ECU ground points according to
the airframe manufacturer's instructions.
GROUND
POINTS
VIEW ROTATED
90 DEGREES
Figure 5-6. ECU Ground Points

31 October 2011
5-2.5.3. FADEC Electrical Harness Connections
The engine low voltage harness connects essential components of the FADEC System to
the airframe wiring. Sensors are hard wired to the harness, except for the speed sensor
array (SSA) and pressure sensors. The majority of the engine low voltage harness engine
connections are completed at the factory. The installer must connect the engine low
voltage harness to the airframe wiring harnesses. In some cases, the installer may choose
to disconnect the speed sensor sump connectors and CHT sensors prior to installation.
After connectors are complete, refer to “Harness Routing” in Appendix C-13 to complete
the harness installation.
1. The engine is shipped from the factory with the low voltage harness connected at the
signal conditioner (Figure 5-7). Verify the connections are secure; fasteners must be
properly safety wired and the connector outer tabs must be secured with a 120 lb.
cable tie.
Figure 5-7. Installed Signal Conditioner

2. Unwind the engine low voltage harness connectors, placing the labeled connectors
as close to their final installed positions as practical. Route the wiring bundles to
minimize stress and tangling of the wiring bundle stalks.
CAUTION: Connectors are keyed so only slight pressure is required
to make the connection. If the bulkhead connectors are cross-
connected, the electrical pins will be damaged.
a. Mate the P5 connector with the firewall-mounted J5, carefully aligning the
orientation keys of the two connectors. Once the connectors are aligned, press
firmly on the connector backshell while turning the connector lock ring
clockwise. When properly connected, the female connector will conceal the red
ring below the threads on the male connector. When properly mated and locked,
the bayonet orientation pins are visible in the clamping ring pin observation port.

31 October 2011
b. Repeat step a for the P6 to J6 connection.
CAUTION: The engine low voltage harness is shipped with
protective covers installed on all connectors to prevent damage and
contamination. Remove the covers at the time of connection.
3. Refer to the airframe manufacture's instruction for the location and position of the
ECUs. Notice the male and female 50 pin connectors have tapered edges (Figure 5-
9). Mate the tapered edge of the P1 connector with the narrower edge oriented to the
top of the ECU.
Figure 5-8. Engine Low Voltage Harness Airframe Connections
Figure 5-9. Align 50-pin Connector with ECU

31 October 2011
4. Carefully align the low voltage harness (Figure 5-8) P1 50-pin connector with the
ECU 1 (CYL1&2) 50-pin header. Firmly push the 50 pin P1 connector into position
on the ECU 50-pin header and tighten the two captive screws. Torque the screws to
Appendix B specifications.
5. Safety wire the two connector fasteners according to Appendix C instructions.
6. Secure the connector backshell to the ECU housing safety tab with a 120# nylon
cable tie (Figure 5-10). The cable tie should rest behind the widest portion of the
connector backshell and forward of the ears on the ECU housing safety tab. Trim the
excess length from the nylon cable tie after tightening.
Cable Tie
Safety Tab Cable Tie
Safety Tab
Screws
Safety
Wired
Figure 5-10. ECU Connector with Safety Wire and Cable Tie
7. Repeat steps 3 through 6 to connect P2 to ECU 2.
8. Install the Exhaust Gas Temperature (EGT) Sensor
a. EGT Sensors are installed in the exhaust pipes supplied by the airframe
manufacturer. Prepare the exhaust pipes according to Figure 5-11 and deburr the
holes.
b. Route the EGT sensors for Cylinders 1-3 from the rear of the engine to the lower
right-hand quadrant of the engine and onto each sensor's respective cylinder.
Route the EGT sensors for Cylinders 2-4 from the rear of the engine to the lower
left-hand quadrant of the engine and onto each sensor's respective cylinder.
CAUTION: Each EGT sensor is designated for a specific cylinder
and marked as such with a label. Failure to install the EGT sensors
on the correct cylinder will result in abnormal engine operation.
c. Place each EGT sensor probe in the exhaust pipe within the diameter specified in
Figure 5-11. Wrap each clamp around the exhaust pipe and tighten the clamp
until the sensor is immobile but the crimps in the band are not flattened against
the outside surface of the exhaust pipe. The crimps accommodate thermal
expansion of the exhaust during engine operation.
d. Trim the excess band clamp length (extending beyond the clamping nut) to
within 0.25 inch of the worm screw body or fold the excess away from the EGT
sensor body (Figure 5-12), ensuring the excess does not contact surrounding
components.

31 October 2011
CAUTION: EGT sensor bend angles greater than 75° will
permanently damage the EGT sensor.
e. If necessary, bend the sensor to maximize installation clearance; bends must be
made in a smooth arc not to exceed 75° with a minimum 0.50 inch radius.
Figure 5-11. EGT Installation Detail
Cut off or bend

excess band clamp
away from the EGT
Sensor
Figure 5-12. EGT Band Clamp Installation

31 October 2011
9. Check the Cylinder Head Temperature (CHT) sensor.
a. Locate the four tagged CHT connections on the engine low voltage harness.
b. Verify the CHT sensors are installed in the proper cylinder by the labeled tag at
the sensor connection. Ensure the bayonet fittings pins are secured in the
connector lock ring.
10. Check the Manifold Air Pressure (MAP) Sensor installation.
NOTE: MAP sensors are redundant. P11 and P12 may connect to either
sensor. Consult the installation drawings at the end of this chapter for
MAP sensor installed locations.
a. Locate the MAP sensor connections (P11 or P12) on the engine low voltage
harness.
b. Verify the harness connector is securely installed on the sensor connector. When
properly mated and locked, the bayonet orientation pins are visible in the
clamping ring pin observation port.
11. Check the Manifold Air Temperature (MAT) Sensor installation.
NOTE: MAT sensors are redundant. MAT sensors may be installed in
either of the two induction manifold bosses. Consult the installation
drawings at the end of this chapter for sensor installed locations.
a. Locate the two tagged MAT sensors hard-wired to the engine low voltage
harness.
b. Verify each sensor is securely installed in the throttle body and the compression
fitting nut is tight. Approximately 0.50 inch of the sensor probe should be
protruding from the compression fitting nut.
Figure 5-13. MAT Sensor Insertion Depth

31 October 2011
12. Check the fuel pressure sensor wiring.
NOTE: Fuel pressure sensors are redundant. P9 and P10 may connect to
either sensor on the fuel distribution block. Consult the installation
drawings at the end of this chapter for fuel pressure sensor installed
locations.
a. Locate the two labeled fuel pressure sensor connections (P9 and P10) on the
engine low voltage harness.
b. Verify the harness connectors are securely installed on the sensor connectors.
When properly mated and locked, the bayonet orientation pins are visible in the
clamping ring pin observation port.
13. Check the fuel injector coil installation.
CAUTION: Avoid introducing contaminants into the fuel injectors.
Work with clean hands, tools, and shop towels. Place protective caps
on the fuel injectors anytime the fuel line is not connected. Never
insert an object into either end of a fuel injector.
Fuel injector coils are not redundant. Route the leads to avoid sharp
edges or chafing. Use shielding if necessary. A broken wire to a coil
will stop fuel flow to the cylinder.
NOTE: The fuel injector coils, like EGT sensors and CHT sensors, are
designated for a specific engine cylinder with a tag on the engine low
voltage harness near the termination point. The ECU monitors EGT and
CHT at each cylinder and adjusts the open duration of each solenoid to
control fuel mixture. If the EGT sensors, CHT sensors, or fuel injectors
are mismatched, the calculations will be incorrect and subsequent engine
performance will deteriorate.
Figure 5-14. Fuel Injector Coil Installation

31 October 2011
a. Loosen the “B” nuts and disconnect the fuel line from each injector. Cap the fuel
line to prevent contamination.
CAUTION: Fuel injection lines must not be bent or deformed. The
fuel injection lines must be securely clamped to the fuel line support
brackets. Do not assemble the components and fuel lines in a binding
condition.
b. Locate the coil designated for Cylinder #1. Verify the #1 fuel injector coil
(Figure 5-14) is securely installed on the #1 cylinder fuel injector body and the
wiring is secured to the support bracket with a cable tie. Verify the coil is
positioned on the injector so the sensor wire exits inboard of the cylinder, away
from the spark plug. Ensure the coil body is fully seated against the injector body
shoulder. Check for sufficient clearance between the injector and surrounding
cylinder head structure; repeat for the remaining three cylinders.
c. Verify the fuel injection lines are not bent or deformed.
5-2.5.4. Engine Pre-oiling
Engine pre-oiling must be accomplished prior to engine start-up after engine installation
or overhaul/re-assembly. Select one method from the instructions in Section 5-2.5.4.1 or
Section 5-2.5.4.2; Method 1 is the preferred method and must be used when installing a
new engine, overhauled engine, or following replacement of one or more cylinders.
NOTE: If engine cylinders were installed or the engine is new or has been
overhauled, follow the “Engine Pre-oiling Method 1” instruction in
Section 5-2.5.4.1.
5-2.5.4.1. Engine Pre-oiling Method 1
1. Install the spark plugs and connect the high voltage harness to the spark plugs
according to instructions in Section 5-2.5.5.
2. Verify lubrication lines, fittings, hoses, screens, and filters are in place prior to pre-
oiling.
3. Obtain a one gallon capacity bladder-type pressure pot with 50 psi output pressure
(not to exceed 60 psi).
4. Connect the pre-oiler supply hose to the engine oil pressure output (fitting).
5. Disconnect the safety wire from the engine oil filter and loosen (do not remove) the
oil filter from the oil filter adapter.
6. Open the pre-oiler valve and monitor the gap between the oil filter and adapter for
evidence of oil flow. Depending upon oil temperature, it may take up to 20 minutes
to see an indication of oil flow.
7. Close the pre-oiler valve upon verification of oil flow at the filter.
8. After oil flow confirmation, torque the oil filter to Appendix B specifications and
safety wire the filter according to the instructions in Appendix C.

31 October 2011
9. Disconnect the pre-oiler supply hose and cap; connect the engine oil pressure sensor
input to the oil pressure gauge connection (fitting).
WARNING
Do not operate the engine unless the oil is properly serviced.
10. Check the oil level in the sump using the oil gauge rod (dip stick). Verify the engine
oil is at the proper level according to instructions in Section 6-3.8.1.
5-2.5.4.2. Engine Pre-oiling Method 2
WARNING
Do not operate this engine unless the oil is serviced to the
proper level.
1. Service the engine oil level according to the “Engine Oil Servicing” instructions in
Section 6-3.8.
2. Turn the fuel selector valve to the OFF position.
3. Position the throttle to the IDLE/CUTOFF position.
WARNING
Do not continuously operate the starter for more than 30
seconds.
4. Engage the starter for no longer than 30 seconds or until oil pressure is indicated on
the oil pressure gauge. After 30 seconds, allow 3 to 5 minutes for the starter to cool
before engaging the starter again. If no oil pressure is indicated after three 30 second
engage/cooling intervals, check connections and gauge operation.
5. Install the spark plugs and connect the high voltage harness to the spark plugs
according to instructions in Section 5-2.5.5.

31 October 2011
5-2.5.5. Spark Plug and High Voltage Harness Installation
CAUTION: Proper connection of the high voltage harness leads to
the ECUs is critical to engine operation. Match the labels on the
high voltage harness to the labels on the firewall spark tower
connections. High voltage harness leads are clearly labeled to
identify the cylinder position to which it connects. The connection for
the upper spark plug in the No. 1 cylinder is labeled 1T, the lower
spark plug in the No. 3 cylinder is labeled 3B, etc.
1. Clean the new spark plugs with MEK. Set the spark plug gap to the spark plug
manufacturer's data recommended setting for the spark plug part number.
2. Install new copper gaskets on serviceable spark plugs.
3. Sparingly apply the spark plug manufacturer’s recommended thread lubricant to all
except the first row of threads on the spark plug.
4. Thread each spark plug by hand into the engine cylinder head within one to two
threads of the gasket.
5. Torque the spark plugs to Appendix B specifications using a currently calibrated
torque wrench and six-point deep well socket.
NOTE: If the airframe manufacturer's ECU installation method obscures
the spark tower labels, the airframe manufacturer shall provide an
alternate method to verify proper ignition harness to spark tower mating.
6. Connect the high voltage harness leads to the ECU spark towers (Figure 5-1). Spark
towers are identified with a two-digit code on a label below the spark tower
(Figure 5-15); the high voltage harness leads have metal identification tags using the
same code as the spark tower.
SPARK TOWER IDENTIFICATION LABELS
Figure 5-15. ECU Spark Tower Labels

31 October 2011
a. Apply a light, even coat of Miller-Stephenson MS-122AD dry teflon lubricant
(Figure 5-16), to the ignition harness insulating sleeve.
Figure 5-1 repeated for reference

B-NUT COAT
FERRULE
Figure 5-16. Lubricate Ignition Wire

b. Apply a light coat of Shell Alvania No. 2 lubricant to the contact point between
the nut seat and ferrule on each high voltage harness lead.
CAUTION: Hold ferrules while torquing or loosening spark plug B-
nuts to protect twisting damage to the High Voltage Harness.

31 October 2011
c. Insert the spring-end of the lead into the spark plug barrel. While holding the lead
wire B-nut, firmly push the rubber insulator into the spark plug.
CAUTION: Do not allow the high voltage harness lead to twist while
tightening the B-nut. Secure the knurled portion of the B-nut
shoulder with an open-end wrench while tightening the B-nut.
d. Push the ferrule against the spark plug and turn the B-nut clockwise. Continue
turning the B-nut until it seats. Restrain the lead wire ferrule, torque the B-nut to
7. Support the engine low voltage and high voltage harness leads with cushion clamps
and fasteners attached to the baffling, where applicable.
a. Adhere to the “Harness Routing” guidelines in Appendix C-13.
b. Allow no more than eight (8) inches between unsupported harness segments.
c. Route leads as far away as possible from exhaust pipes to ensure they are not
exposed to excessive temperatures
d. Secure the harness leads together with the EGT and CHT leads at lower
locations. Use cable ties to neatly bundle and secure the harnesses and provide
additional support where clamps and fasteners are impractical.
5-2.5.6. Fuel Pump Connections
Prior to shipping from the factory, the fuel injection system was preserved with MIL-PRF-
6081D Grade 1010. The preservative fluid was drained during completion of Section 5-
2.4. Flushing the system with aircraft fuel will complete the purge and prime the fuel
injection system for operation.
Note the following prior to connecting the fuel pump:
• Fuel supply and vapor return hoses must, at a minimum, conform to FAA TSO-C53
Type C, and/or FAA TSO-C140, or most recent FAA approved TSO hose
specification.
• Purge the fuel lines with the specified grade of fuel (see “Fuel Specifications” in
Section 2-3). Clean the aircraft fuel strainer and flow a minimum of one quart of fuel
through the line prior to making the connection with the engine-driven fuel pump.
WARNING
FADEC fuel injectors are extremely sensitive to dirt and
particulate contamination. Do not disconnect fuel line
connections between the fuel pump and the fuel injectors
during engine installation to avoid contamination. FADEC fuel
system maintenance must be performed by qualified
maintenance technicians.
NOTE: Prior to shipping from the factory, the fuel injection system was
preserved with MIL-PRF-6081D Grade 1010. The preservative fluid was
drained during completion of Section 5-2.4. Flushing the system with

31 October 2011
aircraft fuel will complete the purge and prime the fuel injection system
for operation.
1. Connect the aircraft fuel supply hose to the fuel pump inlet fitting according to the
2. Connect the engine-driven fuel pump vapor return hose to the aircraft fuel system
according to the airframe manufacturer’s instructions.
3. Connect the overboard drain line to the fuel pump’s drain fitting. Torque the fuel
line fittings to and from the engine-driven fuel pump to Appendix B specifications.
4. Disconnect the fuel supply line at the inlet to the fuel distribution block.
5. Connect a length of the appropriate size hose to the disconnected fuel distribution
block hose using an AN union fitting. Route the end of the hose to a properly
grounded Type 1 flammable fluid container through a paper filter.
6. Purge the fuel supply preservative as follows:
a. FADEC Primary Power Switch .................. ON
b. FADEC Secondary Power Switch .............. ON
c. Fuel Selector Valve ..................................... ON or BOTH
d. BPMS.......................................................... AUTO
e. Ignition Switch............................................ BOTH
RESULT: Allow the boost pump to run approximately one minute to flush the
preservative fluid from the fuel lines.
f. Ignition Switch............................................ OFF
g. Remove the extra length of hose and union installed in step 1 from the fuel
distribution block supply hose.
h. Connect the fuel supply hose to the fuel distribution block inlet fitting and torque
the fuel hose “B” nut to Appendix B specifications.
7. Ignition Switch................................................. BOTH
a. Visually inspect all fittings and joints of all fuel system components for leaks.
b. Verify fuel is not leaking from the fuel pump seal drain line or from the engine
induction system drains.
8. Ignition Switch................................................. OFF
9. FADEC Primary Power Switch ....................... OFF
10. FADEC Secondary Power Switch ................... OFF
11. Dispose of the fuel/oil mixture in accordance with Federal and State Hazardous
Material Regulations.

31 October 2011
5-2.6. FADEC Confidence Check
The FADEC Confidence Check is a functional diagnostic of the FADEC system and
Health Status Annunciator. Figure 5-17 and Figure 5-18 illustrate representative HSA
Annunciator lamp configuration.
NOTE: The illustrations below are representative of possible HSA
configurations. Individual installations may vary.
FADEC FADEC
CAUTION WARN
Figure 5-17. HSA Panel
FADEC FADEC PPWR EBAT FUEL

WARN CAUTION FAIL FAIL PUMP
Figure 5-18. HSA with Battery Condition Monitor

Source, a battery condition monitor must be used.
If discrepancies are discovered, or the HSA lamps do not illuminate as indicated, refer to
the troubleshooting instructions in Chapter 8.
1. Master Power Switch ....................................... OFF
2. FADEC circuit breakers ................................... IN (ON)
4. BPMS ............................................................... OFF
5. Master Power Switch ....................................... ON
6. FADEC Primary Power Switch........................ ON
7. FADEC Secondary Power Switch.................... ON
8. Throttle............................................................. IDLE
RESULT: FADEC CAUTION and WARN lamps are ON. If a dedicated battery is
used as a Secondary Power Source, the EBAT FAIL or PPWR FAIL may also be
illuminated.
9. Ignition Switch................................................. R
RESULT: FADEC CAUTION lamp is ON; FADEC WARN lamp is OFF. If a
dedicated battery is used as a Secondary Power Source and PPWR FAIL and EBAT
FAIL may also be illuminated.
10. Ignition Switch................................................. L
RESULT: FADEC CAUTION lamp is ON; FADEC WARN lamp is OFF. If a
dedicated backup battery is used as a Secondary Power Source, the FUEL PUMP,
PPWR FAIL and EBAT FAIL lamps may also be illuminated.

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RESULT: FADEC CAUTION and WARN lamps are OFF. If a dedicated backup
battery is used as a Secondary Power Source, the FUEL PUMP, PPWR FAIL, and
EBAT FAIL lamps may also be illuminated
12. Throttle............................................................. FULL OPEN
RESULT: FADEC CAUTION and WARN lamps are OFF. The WOT lamp (airframe
part) illuminates. If a dedicated backup battery is used as a Secondary Power
Source, the FUEL PUMP, PPWR FAIL, and EBAT FAIL lamps may also be
illuminated.
13. Throttle............................................................. IDLE
RESULT: FADEC CAUTION and WARN lamps are OFF. The WOT lamp (airframe
part) extinguishes. If a dedicated backup battery is used as a Secondary Power
Source, the PPWR FAIL, and EBAT FAIL lamps may also be illuminated.
5-2.7. Installation Inspection

Perform a visual inspection of the engine prior to attempting engine start:
1. Verify the engine nacelle is clean and free of fuel leaks, oil leaks, dirt and debris.
2. Inspect all fuel and oil lines for proper installation, routing and security. Correct the
source of any leaks.
3. Inspect the oil cooler and oil filter for signs of leaks and physical discrepancies.
4. Check the following on the engine for physical damage:
a. External cylinder barrels
b. Cylinder barrel fins
c. Areas between and adjacent to the cylinder barrel fins.
d. External surfaces of the cylinder head, including areas around:
1) Cylinder head fins
2) Top and bottom spark plug bosses
3) Fuel nozzle bosses
4) Crankcase external surfaces
5) Accessories
6) Support structures adjacent to accessories

31 October 2011
5. Thoroughly inspect the entire low voltage harness installation for proper routing and
security. Ensure the harness is secured at all connections with no more than eight
inches between supports.
6. Check the security of ignition harness, including the spark plug leads. Inspect
ignition leads for proper routing and connection security.
7. Verify the security of the Electronic Control Units (ECUs) and engine ground straps.
8. Verify the safety straps and safety wire at the 25-pin Speed Sensor and the 50-pin
ECU connectors are present and fastened properly.
9. Inspect external drive belts for proper installation. Check belt tension (if equipped)
and adjust, as required according to the airframe manufacturer’s instructions.
10. Check electrical connectors for signs of corrosion or contamination; if external
corrosion or contamination is discovered, disconnect the connectors and inspect the
internal pins for corrosion or contamination.
NOTE: For items 11 - 15, inspect for obvious signs of physical damage,
loose or missing hardware, leaks or foreign material that may hinder
normal operation. Correct any discrepancies.
11. Inspect the physical integrity of the fuel system.
12. Inspect the physical integrity of the induction system airbox, ducts, seals and gaskets
13. Inspect the physical integrity of the lubrication system.
14. Inspect the physical integrity of the exhaust system according to the airframe
15. Repair any observable damage before releasing the engine to service.

31 October 2011
5-2.8. Preflight and Run-up
Perform an Engine Operational Check after completing the engine installation and before
performing the flight check according to the Airplane Flight Manual (AFM) or Pilot
Operating Handbook (POH). Perform a flight check before releasing the engine for
normal service to ensure the installed engine meets the manufacturer’s performance and
operational specifications.
WARNING
The fuel system must be adjusted after installation in the
airframe according to the “Engine Operational Check”
instructions in Section 6-3.7 to ensure proper operation.
Correct all discrepancies prior to release for flight.
IOF-240 engines are neither designed, nor approved, for
continuous negative or zero “G” operation. Engine Mount
loads shall not exceed FAR 23 utility category load factors.
CAUTION: Adhere to the Operating Limits in Section 2-3 during
Flight Check.
CAUTION: Check the oil level in the sump and service, if necessary
to the capacity specified in Section 2-3, “Engine Specifications and
Operating Limits” with oil meeting the SAE specification described
in “Engine Oil Specifications” in Section 3-2.1. Pressure check the
fuel system for leaks before starting the engine.
NOTE: Perform a flight check according to instructions in Section 7-2.3
of the Installation and Operation Manual (OI-22) before releasing the
engine for normal operations. New and rebuilt engines, and engine with
one or more new cylinders or pistons, require a 25-hour break-in. After
installation, avoid prolonged ground operation at high power.
1Procedure
1. Perform an “Engine Operational Check” according to instructions in Section 6-3.7.
2. Perform a “Flight Check” according to instructions in Section 7-2.3 of the Engine
Installation and Operation Manual (OI-22).

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5-3. Engine Installation Drawings
Installation drawings are provided to assist the airframe manufacturer determine
appropriate fittings and fasteners for airframe interconnect and determine engine
compartment fit and limit requirements.
Figure 5-19. IOF-240 Left Side View

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Figure 5-20. IOF-240 Top View

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Figure 5-21. IOF-240 Front View

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Figure 5-22. IOF-240 Rear View
Figure 5-23. Throttle Position Switch Installation Detail

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Figure 5-24. Fuel Pump Adjustments
Figure 5-25. Fuel Pump Fittings

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Figure 5-26. Throttle Lever Installation
Figure 5-27. Oil Cooler Adapter Installation Detail

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Figure 5-28. Oil Cooler/Filter Adapter Installation Detail
STATOR TERMINAL
#10-24 UNC-2A
BATTERY TERMINAL
0.25-20 UNC-2A
FIELD TERMINAL
#10-24 UNC-2A
GROUND TERMINAL
#10-24 UNC-2A
Figure 5-29. Alternator Connections

31 October 2011
Figure 5-30. ECU Installation Detail

31 October 2011
Figure 5-31. Propeller Flange Detail
Figure 5-32. Exhaust Flange Detail

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Figure 5-33. Engine Mount Detail

31 October 2011
Maintenance Inspections
Chapter 6.Maintenance Inspections
6-1. Inspection Program Introduction
Inspections in this chapter apply only to Continental Motors engines covered by this
manual conforming to the FAA approved type design configuration. Perform the engine
inspections according to the instructions provided. Perform aircraft inspections according
to the aircraft manufacturer's instructions.
Refer to the following sections:
• Section 6-2, “Inspection and Maintenance Schedule”
• Section 6-3, “Scheduled Inspections”
• Section 6-6, “Inspection Checklists”
Some inspections are at predetermined intervals (scheduled) while others are based on
circumstance (unscheduled). Engine servicing is performed at scheduled intervals. The
first part of this chapter is devoted to scheduled maintenance intervals and associated
procedures; unscheduled maintenance instructions follow the scheduled maintenance
instructions.
NOTE: Discrepancies discovered by the person conducting the scheduled
or unscheduled inspections, even if the discrepancy is not an itemized
inspection item, should be corrected upon discovery. Fuel and oil system
contamination affects engine performance and service life. If oil or fuel
system contamination is discovered, do not limit the correction to the
symptom; isolate and correct the source of the contamination, including
any residual material left in the engine by the source of the contamination.
6-2. Inspection and Maintenance Schedule
Unless another FAA-approved Inspection Program is established, the “Engine Inspection
and Maintenance Schedule” lists the minimum inspection and intervals for the subject
engines covered by this manual in their original type design.
Inspections are progressive; commencing from the date the engine is placed in service.
The inspection intervals are tracked by Engine Log entries and designated by hours of
operation or calendar time, whichever occurs first.
The inspection techniques must be executed consistently for reliability.

31 October 2011
6-3. Scheduled Inspections
Scheduled inspections are performed at predetermined intervals to verify system and
subsystem integrity; Scheduled inspections and maintenance are intended to enhance
serviceability by discovering minor discrepancies and correcting them before the
condition degrades. Scheduled inspections are based on calendar days or operating hours
or a combination of both. Scheduled maintenance and service tasks are included in the
inspections for convenience.
Table 6-1. Engine Inspection and Maintenance Schedule
NOTE: If operating hours and a calendar period are specified, perform
the inspection coincident with the earliest occurrence.
Interval
Cumulative
Operating
Hours Calendar Task Reference
5 -- Drive Belt (optional equipment) Tension Check Section 6-3.1
Initial operation inspection after placing a new, rebuilt, or
overhauled engine in service, including cylinder replacement.
25 6 months Section 6-3.2
Repeat this inspection after each 25 hours of operation until
oil consumption stabilizes.
50 4 months 50-hour engine inspection Section 6-3.3
50 6 months Oil and Filter Change (w/replacable filter cartridge) Section 6-3.3
100 Annual 100-hour engine inspection Section 6-3.4
Annual Replace FADEC Backup Battery Section 10-11.28
500 --- 500-hour inspection Section 6-3.5

NOTE: At engine TBO, engine accessories, including the starter,
alternator and entire FADEC system forward of the firewall must be
replaced with new assemblies or assemblies which have been
overhauled according to FAA approved procedures. No overhaul is
permitted on FADEC electronic components
2000 12 years Recommended Time Between Overhaul (TBO) Section 2-3

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6-3.1. One Time Post - Installation Inspections
Check tension of new drive belts after the first five hours of operation. Adjust belt tension,
as required, according to the airframe manufacturer’s instructions.
Perform a visual inspection of the alternator and associate wiring and hardware after the
first ten hours of operation. Inspect the bolts and safety wire application. Look for signs of
arcing or overheating. Check the cooling duct connections for cleanliness and security.
Check terminals and insulators for tightness and condition.
6-3.2. 25-Hour Initial Operation Inspection
Frequency
• Twenty-five (25) hours or six months (whichever occurs first) after:
• Installation of a new, rebuilt or overhauled engine
• Replacement of one or more engine cylinder and/or piston rings
• After every 25 hours of engine operation until oil consumption stabilizes
WARNING
To avoid uncommanded engine starts during maintenance,
turn the Ignition Switch OFF and disconnect engine electrical
power before commencing maintenance or inspections. Do not
stand or place equipment within the arc of the propeller.
Correct all fuel or oil leaks. Flammable petroleum products
may ignite if exposed to an ignition source.
1. Perform a “Visual Inspection” according to instructions in Section 6-3.6; correct any
discrepancies.
3. Determine oil consumption by reviewing engine log book service record. Calculate
the brake specific oil consumption (BSOC) using the formula in Section 2-3. If oil
consumption exceeds the maximum limit, consumption is excessive, proceed to step
3a. If consumption is acceptable, proceed to step 4.
a. If oil consumption is excessive, troubleshoot according to the instructions in
Chapter 8.
b. Perform a “Cylinder Borescope Inspection” according to the instructions in Sec-
tion 6-4.3.4.
c. Service the engine with mineral oil conforming to SAE J-1966 rather than the
ashless dispersant oil specified in step 5. Repeat this inspection after 25 hours of
operation.
4. Establish and oil analysis profile by collecting an oil sample according to the
instructions in Section 6-3.8.4, “Oil Trend Monitoring and Spectrographic Oil
Analysis” and Section 6-3.8.5, “Oil Sample Collection”
5. Change the oil and filter according to “Engine Oil Servicing” instructions in Section
6-3.8. Fill the oil sump to the proper capacity for the engine model (Section 2-3)

31 October 2011
with fresh, ashless dispersant aviation engine oil conforming to SAE J-1899
(Section 3-2.1).
6. Remove and inspect the induction air filter according to the airframe manufacturer’s
instructions. Clean or replace the filter media if necessary. Verify the induction air
filter is installed properly; tighten any loose fastening hardware. With the induction
air filter installed, verify the induction air filter retainer is properly installed and the
attaching hardware is secure according to the aircraft manufacturer's instructions.
7. Inspect the cylinder fuel system drains according to instructions in Section 6-4.9.
6-3.3. 50-Hour Engine Inspection
Frequency
• 25 hours after the 25 hour Initial Operation Inspection
• After every 50 hours of engine operation or four months of engine operation
WARNING
discrepancies.
3. Collect an engine oil sample according to the instructions in Section 6-3.8.5, “Oil
Sample Collection” and submit it for analysis according to Section 6-3.8.4, “Oil
Trend Monitoring and Spectrographic Oil Analysis”
(Section 3-2.1).
5. If a battery serves as the FADEC secondary power source, perform the “FADEC
Backup Battery Inspection” according to instructions in Section 6-4.5.
7. Perform an “Induction System Inspection” according to Section 6-4.13.

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6-3.4. 100-Hour (Annual) Engine Inspection
Frequency
The 100-Hour Inspection is accomplished under two circumstances:
• After every 100 hours of accumulated engine operation
• Annually, if the engine did not accumulate 100 hours of operation during the calendar
year since the last 100-Hour Engine Inspection.
WARNING
discrepancies.
3. Collect an engine oil sample according to the instructions in Section 6-3.8.5, “Oil
Sample Collection” and submit it for analysis according to Section 6-3.8.4, “Oil
Trend Monitoring and Spectrographic Oil Analysis.”
4. Perform the “Cylinder Inspections” according to instructions in Section 6-4.3. The
cylinder inspections consist of multiple inspections and checks including Cylinder
Power Stroke Area, Differential Pressure, Borescope, Baffle, Cowling, and Cylinder
Mounting Deck Inspections.
5. Perform a “Crankcase Inspection” according to Section 6-4.4.
6. Perform an “FADEC Backup Battery Inspection” according to Section 6-4.5.
7. Perform an “Fuel System Inspection” according to Section 6-4.6.
8. Perform an “Engine Gauge Inspection” according to Section 6-4.7.
9. Perform a “Engine Control Linkage Inspection” according to Section 6-4.8.
11. Perform an “Throttle Position Switch Inspection” according to Section 6-4.10.
12. Perform an “Ground Strap Continuity Test” according to Section 6-4.11.
13. Perform an “Engine Mount Inspection” according to Section 6-4.12.
14. Perform an “Induction System Inspection” according to Section 6-4.13.
15. Perform an “Ignition System Inspection” according to Section 6-4.14.
16. Inspect the exhaust system according to the airframe manufacturer’s instructions.

31 October 2011
(Section 3-2.1).
18. Inspect installed accessories for mounting security, condition, and proper operation
according to the aircraft maintenance manual or accessory manufacturer’s
instructions.
6-3.5. 500-Hour Engine Inspection
Frequency
• After each 500 hours of accumulated engine operation
WARNING
Procedure
1. Complete the “100-Hour (Annual) Engine Inspection” requirements in Section
Section 6-3.4.
2. Replace paper type induction air filters according to the airframe manufacturer’s
instructions, regardless of condition.
3. Perform an “Alternator Inspection” according to Section 6-4.15. Inspect and test the
alternator for proper operation.
4. For any other optional engine accessories, refer to the accessory manufacturer’s
maintenance instructions for inspection criteria.
6-3.6. Visual Inspection
Frequency
• Begin any service interval with a visual inspection
Procedure
1. Verify the engine nacelle is clean and free of fuel leaks, oil leaks, dirt and debris.
2. Inspect all fuel and oil lines for signs of chafing.
3. Inspect the oil cooler (if installed) and oil filter (or screen) for signs of leaks and
physical discrepancies.
4. Check the following on the engine for cracks, dents, pitting or physical damage:
a. External cylinder barrels
b. Cylinder barrel fins
c. Areas between and adjacent to the cylinder barrel fins.

31 October 2011
NOTE: If cylinder discrepancies are discovered during the visual
inspection, perform the “Cylinder Inspections” in Section 6-4.3.
d. External surfaces of the cylinder head, including areas around:
1) Cylinder head fins
2) Top and bottom spark plug bosses
3) Fuel nozzle bosses
4) Crankcase external surfaces
5) Accessories
6) Support structures adjacent to accessories
5. Thoroughly inspect the entire low voltage harness segment for signs of wear,
abrasion or heat related damage. Ensure the harness is secured at all connections
with no more than eight inches between supports.
6. Check the security of engine and accessory wiring harnesses, including ignition
leads. Check for signs of thermal breakdown, chafing, deterioration or improper
routing.
7. Replace broken or damaged cushion clamps and stressed or broken wire ties.
8. Verify the security of the Electronic Control Units (ECUs) and engine ground straps.
9. Verify the safety straps and safety wire at the 50-pin ECU connectors as well as the
oil sump electrical connectors are present and fastened properly.
10. Inspect external drive belts for nicks, cracks, and visible wear; replace belts
exhibiting nicks, cracks, or visible wear. Check belt tension and adjust, as required
11. Inspect the exposed area of the crankshaft between the crankshaft nose oil seal and
the propeller flange for evidence of corrosion. If corrosion is detected, use a Scotch-
Brite® pad and no-corrosive soap solution to remove surface corrosion.
a. If the cleaning process eliminated the corrosion and no evidence of pitting exists,
apply a generous coat of silver or aluminum paint according to the paint manu-
facturer’s instructions to the exposed portion of the crankshaft to prevent further
corrosion.
b. if cleaning is unsuccessful (suspected corrosion has advanced to pitting), disas-
semble the engine and replace the crankshaft.
12. .Check electrical connectors for signs of corrosion or contamination; if external
corrosion or contamination is discovered, disconnect the connectors and inspect the
internal pins for corrosion or contamination.
NOTE: For items 13 - 17, inspect for obvious signs of physical damage,
wear or deterioration, loose or missing hardware, leaks or foreign material
that may hinder normal operation. Correct any discrepancies.
13. Inspect the physical integrity of the fuel system.

31 October 2011
14. Inspect the physical integrity of the induction system airbox, ducts, seals and gaskets
15. Inspect the physical integrity of the lubrication system.
16. Inspect the physical integrity of the exhaust system.
17. Repair any observable damage or deficiency before the aircraft is returned to service
using the instructions in Chapter 10, “Non-Overhaul Repair and Replacement”
6-3.7. Engine Operational Check
WARNING
Flight is prohibited until the engine successfully completes the
operational check and a flight check. If, during an operational
check or engine warm-up, abnormal operation is observed or
leaks occur, do not take-off. Determine the cause of the
problem and take corrective action.
An engine operational check must be performed after any of the following:
• Engine Installation
• FADEC System component peplacement, maintenance or troubleshooting
• Post-Overhaul
• Return from storage
• After each 50-Hour, 100-Hour/Annual, and 500-Hour Inspection
Perform the tasks listed in Table 6-2 on a newly installed, repaired or overhauled engine
before the releasing the engine for normal flight operations.
Table 6-2. Engine Operation Prerequisites
Sequence Requirement Section Reference
1 Prepare the engine for operation Maintenance Preflight Inspection
2 Check Engine Operation Engine Operational Check
3 Complete the Engine Operational Checklist Operational Checklist
4 Perform Flight Check “Flight Check” in Section 7-2.31
1. and according to the AFM/POH
6-3.7.1. Engine Operating Limits
Table 6-3. IOF-240 Fuel System Parameters

Fuel System Setting IOF-240-B Specification
Minimum Idle Speed (RPM) ±25 RPM
with Propeller Inertia of 4-10 in-lbs-sec2 700 RPM
with Propeller Inertia of >10 in-lbs-sec2 850 RPM
Fuel Pump Pressure at Full Throttle, -2/+5 (psia) See Figure 6-11
Idle Fuel Pump Pressure (Minimum) (psia) 17.5 ± 21 @ 850 ± 25 RPM
1. with boost pump OFF

31 October 2011
6-3.7.2. Maintenance Preflight Inspection
Prior to starting the engine, perform a preflight inspection of the engine, propeller, nacelle,
and aircraft. This inspection must be performed prior to the first flight after engine
installation, inspection, troubleshooting, maintenance, or overhaul work to determine if
the aircraft and engine are in an airworthy condition. Do not release a malfunctioning
engine for flight.
WARNING
Operation of a malfunctioning engine can result in additional
damage to the engine, possible bodily injury or death.
1. Turn the Master Power Switch and the Ignition Switch to the OFF position.
WARNING
Ensure the propeller arc is clear of personnel and obstructions
before starting the engine.
2. Remove engine cowling according to the airframe manufacturer’s instructions.
3. Check the throttle, propeller, and alternate air supply controls for freedom of
movement and full range of travel.
4. Drain the aircraft fuel sumps according to the airframe manufacturer's instructions.
5. Inspect the aircraft vapor return system for proper operation in accordance with
6. Purge the aircraft fuel system:
a. Disconnect the fuel supply hose from the engine driven fuel pump and terminate
the fuel supply hose in a large, clean container suitable for waste fuel.
b. Operate the aircraft fuel boost pump to allow a minimum of one gallon of fuel to
flow into the container. Inspect the fuel for contaminants; locate and correct the
source of contaminated fuel, if detected.
c. Reconnect the fuel supply line and torque to Appendix B specifications.
WARNING
Use of inaccurate gauges will result in incorrect fuel system
adjustment, probable accelerated engine wear and possible
engine damage.
7. Verify the fuel system components are properly configured (part numbers conform
to type design and parts are installed properly).
8. Ensure the fuel manifold valve vent and fuel pump drain lines are properly installed,
open and free of obstructions.
9. Inspect the engine control rod ends for wear, proper installation and security in
accordance with airframe manufacturer's instructions.
10. Lubricate engine control rod ends and fuel system moving parts using the approved
lubricants listed in Section 3-2 and the airframe manufacturer's instructions.

31 October 2011
WARNING
The engine is certified for operation with 100 (Green) or 100-
LL (Blue) aviation fuel. If the minimum grade required is not
available, use the next higher grade. Use of lower octane rated
fuel or jet fuel will result in damage to, or destruction of, an
engine the first time high power is applied. If the aircraft is
inadvertently serviced with the wrong grade of fuel, or jet fuel,
drain the fuel system completely and service the fuel tanks
according to the aircraft manufacturer's instructions and
perform a “Contaminated Fuel System Inspection” inspection
according to instructions in Section 6-5.5.
11. Service the aircraft fuel system according to the airframe manufacturer's instructions
with the aviation fuel specified in Section 2-3.
12. If the engine is newly installed or being returned to service after long-term storage,
pre-oil the engine according to the instructions in Section 5-2.5.1.
13. Check the engine oil level. Service the oil sump as required with the oil grade
specified in Section 3-2.1.
14. Verify the induction air filter is clean and securely in place. Replace the air filter
with a clean one if it is dirty; tighten the filter if it is loose.
15. Visually inspect the engine and nacelle for debris, loose, missing, or broken lines,
hoses, fittings, clamps, or connections. Inspect for restrictions to cooling airflow;
remove any debris.
16. Inspect hoses and wire bundles for chafing, loose connections, leaks, and stains.
17. Inspect the exhaust and induction systems for proper installation, security and leaks.
18. Verify the engine crankcase breather is secure, with no breather airflow restrictions.
19. Visually inspect the engine, propeller hub area, and nacelle for evidence of fuel and
engine oil leaks. Correct any discrepancies.
20. Verify all baffles and baffle seals are installed, correctly positioned, and serviceable
21. If the engine has been exposed to temperatures below 20ºF (-7 C) for more than 2
hours, preheat the engine according to “Engine Preheating” instructions in Section
Section 7-4.1.1. If the engine has been exposed to an ambient temperature between
20º to 40ºF (-7º to 4º C), refer to the “Cold Weather Starting Without Preheating”
instructions in Section 7-4.1.1.3.

31 October 2011
6-3.7.3. FADEC System Engine Operational Check
Perform an operational check after any of the following:
• Engine Installation
• Maintenance or Troubleshooting
• Engine Overhaul
• Return from Storage
• After each 50-Hour, 100-Hour/Annual, and 500-Hour Inspection.
NOTE: FADEC Health Status Annunciators vary by manufacturer.
Graphics depicted in this manual are for illustration purposes only.
FADEC FADEC
CAUTION WARN
.
Figure 6-1. Two Lamp HSA

Figure 6-2. HSA with battery condition monitor

WARNING
Complete Table 6-2 tasks on a newly installed, routinely
inspected, repaired, or overhauled engine before releasing the
aircraft for service. DO NOT FLY THE AIRCRAFT UNTIL
FLIGHT PREREQUISITES HAVE BEEN MET.
The Operational Check requires either a FADEC diagnostic computer or calibrated
gauges. Calibrated Gauges may be used to verify fuel system setup only. To verify engine
operation with the FADEC system, FADEC Diagnostics software must be used. Prepare
the engine for an operational check using one of the following methods:
• The FADEC System - “FADEC Operational Check Setup with Level I Diagnostic
Software” in Section 6-3.7.4.
• A currently calibrated 0-100 psi pressure gauge (graduated in 1 psi increments) using
“FADEC Operational Check Setup with Calibrated Gauge” in Section 6-3.7.5.

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6-3.7.4. FADEC Operational Check Setup with Level I Diagnostic Software
Required Equipment:
• Windows based PC with FADEC Level I diagnostics software loaded
• FADEC to PC Data Communication Cable OR
• PowerLink FADEC Serial Data Cable
1. Connect the computer to the FADEC Serial Data Port with the 6-pin FADEC PC
Data Communication Cable. Connect the computer to the EDI using the Serial Data
Cable. Launch the FADEC Level I Diagnostics application described in “FADEC
Level I Diagnostic” in Section 8-6.1.
2. Select the View Raw Data page of the Level I Diagnostic Software.
3. Proceed with the operational checkout instructions in Section 6-3.7.6.
6-3.7.5. FADEC Operational Check Setup with Calibrated Gauge

CAUTION: Calibrated Gauges may be used to check and adjust the
fuel system pressures after fuel injection system parts replacement.
For Engine Operational Checks following replacement of FADEC
system parts, you must use the“FADEC Operational Check Setup
with Level I Diagnostic Software” in Section 6-3.7.4 and successfully
complete the “FADEC Engine Operational Check Procedure” in
Section 6-3.7.6.
Required Equipment:
• A currently calibrated 0-100 psi gauge (graduated in 1 psi increments).
• A test hose of the same inside diameter as the engine fuel hose inside diameter.
• Swivel tee connector.
1. Remove the aircraft cowling according to the aircraft manufacturer's instructions.

2. Disconnect the fuel line from the fuel inlet to the fuel distribution block.
3. Connect and torque a swivel tee connector to the fuel inlet of the fuel distribution
block.
4. Connect and torque the fuel line to the straight end of the swivel tee connector.
5. Connect and torque the test hose to the 90-degree input to the swivel tee and torque.
6. Connect the 0-100 psi gauge to the swivel tee using a hose long enough to provide
proper clearance from the engine cowling and propeller arc. Torque all connections.
Refer to Figure 6-3.
7. Operate the aircraft boost pump in accordance with the Aircraft POH procedures.
8. Loosen the test hose connection to the 0-100 psi gauge to bleed the lines of air.
9. Position and maintain the gauge height at or slightly above the height of the fuel
system components during the bleeding operation.

31 October 2011
10. Operate the boost pump only long enough to purge the air from the installed test
equipment.
11. Verify all fuel lines, hoses and fittings are secured and torqued and no fuel leaks
exist before proceeding.
12. Route test hoses clear of the exhaust system and support their entire length to avoid
inaccurate gauge readings.
WARNING
Prior to starting the engine, drain the fuel from the Induction
System. Failure to do so could cause hydraulic lock and
subsequent engine failure. Refer to the “Hydraulic Lock
Inspection” heading in Section 6-5.2 for more details. Block the
aircraft wheels and set the parking brake.
13. Proceed with the operational checkout instructions in Section 6-3.7.6.
FUEL
PRESSURE
GAUGE
PURGE
GAUGE
HERE FUEL
DISTRIBUTION
BLOCK
FUEL
VAPOR
RETURN
TO FUEL
SWIVEL TEE NOZZLES
FITTING
INLET
FITTING
FUEL
SUPPLY
Figure 6-3. 100 psi Gauge Installed to Check Fuel Pressure

31 October 2011
6-3.7.6. FADEC Engine Operational Check Procedure
1. Fuel Selector Valve .......................................... ON
2. Throttle............................................................. START Position
3. Avionics Master Switch ................................... OFF
6. FADEC Primary Power Switch ....................... ON
7. FADEC Secondary Power Switch ................... ON
NOTE: If a dedicated backup battery is used as a secondary power source,
the EBAT FAIL and PPWR FAIL lamps may accompany the FADEC
CAUTION and FADEC WARN lamps.
8. BPMS............................................................... AUTO
RESULT: The FADEC CAUTION and FADEC WARN lamps are ON.
RESULT: The FADEC CAUTION lamp is ON and the FADEC WARN lamp is
OFF.
RESULT: The FADEC CAUTION lamp is ON and the FADEC WARN lamp is
OFF.
RESULT: The FADEC CAUTION and FADEC WARN lamps are OFF.
WARNING
Flight is prohibited until this operational check is successfully
completed. If, during an operational test or engine warm-up,
any operational abnormalities or leaks occur, do not take-off.
Determine the cause of the problem or leak and take corrective
action necessary to maintain engine airworthiness.
before starting the engine and throughout engine operations.
CAUTION: Before starting the engine, ensure the fuel tanks are
serviced with the proper grade of fuel (Section 2-3). Check the
engine oil sump for proper servicing according to the “Engine Oil
Servicing” instructions in Section 6-3.8.
12. Start the engine according to instructions in Section 7-3.2.
NOTE: If a new engine emits a small puff of smoke immediately upon
engine start-up, there may have been a small amount of preservation oil
remaining in the cylinders, induction system, and/or fuel nozzles/lines.
The smoke should quickly dissipate; if smoke persists, shut down the
engine (Section 7-3.10) and investigate the cause.

31 October 2011
13. HSA.................................................................. Check
RESULT: No persistent FADEC Annunciator lamp illuminations. If lamp is lit,
address the cause.
CAUTION: Operating the engine without oil pressure will result in
engine malfunction or stoppage.
NOTE: The engine incorporates a fixed oil pressure relief valve; oil
pressure is not adjustable. If oil pressure drops below the specified
operating pressure at idle (10 psig) or normal operation (30 to 60 psig),
remove the oil pressure relief cap and inspect the plunger, seat and spring
and repair according to instructions in Chapter 10.
14. Oil pressure ...................................................... Check
RESULT: Oil pressure indicates 30-60 psi. If no oil pressure is noted, shut down the
engine and investigate the cause.
15. Throttle............................................................. 850 RPM (idle speed)
RESULT: Maintain idle speed for 1 minute gradually increasing the speed to 1000
RPM in 3 minutes. If the engine will not idle properly, refer to “Fuel System
Adjustment” in Section 6-4.2.
16. Fuel Selector .................................................... Fullest tank or BOTH
WARNING
Do not operate the engine at speeds above 1700 RPM until the
oil temperature is at least 75ºF (24ºC) and the oil pressure is
within the normal operating range. Operating at speeds above
1700 RPM before reaching the minimum oil temperature may
result in engine malfunction or engine failure.
17. Throttle............................................................. 1700 RPM
RESULTS: Alternator output is equal to or greater than the electrical system's rated
output according to the AFM/POH. FADEC CAUTION and WARN lamps are OFF.
NOTE: If the Ignition Switch is left in the L or R position for more than
30 seconds, the FADEC WARN lamp will illuminate. Turn the Ignition
Switch to the BOTH position momentarily to clear the fault. Maximum
allowable RPM drop spread between L and R channels is 75 RPM.
RESULT: RPM drop maximum 150 RPM. FADEC CAUTION lamp is ON.
RESULT: RESULT: RPM drop maximum 150 RPM. FADEC CAUTION lamp is
ON.
RESULT: The FADEC CAUTION and FADEC WARN lamps are OFF.
WARNING
If an RPM drop occurs during the FADEC Primary and
Secondary Power Transfer Check (steps 21 and 22), determine

31 October 2011
the fault and repair before flight. Review the “FADEC Primary
and Secondary Power Switches” section in Section 7-1.1.
21. FADEC Primary Power Switch ....................... Toggle OFF/ON
RESULT: No RPM drop. FADEC CAUTION and FADEC WARN lamps are OFF. If
a dedicated backup battery is used as a Secondary Power Source, the PPWR FAIL
lamps will come ON then OFF. The EBAT FAIL lamp may come ON.
22. FADEC Secondary Power Switch ................... Toggle OFF/ON
RESULT: No RPM drop. FADEC CAUTION and WARN lamps are OFF. If a
dedicated backup battery is used as a Secondary Power Source, the EBAT FAIL
lamp will come ON then OFF.
23. BPMS............................................................... OFF
24. Throttle............................................................. 850 RPM ± 25 RPM
RESULT: Fuel pressure indication of 32.2 psia ± 2 psi at 850 RPM. If the idle fuel
pressure does not fall within this specified range, adjust the fuel pump pressure
according to “Fuel System Adjustment” instructions in Section 6-4.2.
NOTE: Rated Full power RPM cannot be attained on the ground. Refer to
fuel pressure vs. engine speed chart (Figure 6-11) for RPM compensation.
25. Throttle............................................................. Full Throttle
RESULT: Engine-driven fuel pump pressure corresponds to the fuel pressure vs.
engine speed chart (Figure 6-11) -2/+5 psi at full throttle. If full power fuel pressure
is not attained within the specified range, adjust the fuel pressure according to the
“Fuel System Adjustment” instructions in Section 6-4.2. Instrument panel WOT
indicator illuminates. If the WOT lamp does not illuminate in the wide open throttle
position, perform the “Fuel System Adjustment” in Section 6-4.1.
26. Shut down the engine according to Section 7-3.10.
27. Remove test equipment:
a. FADEC Diagnostics Computer
1) Disconnect and remove the FADEC interface cable from the aircraft.
2) Re-install the protective cover on the FADEC serial data port.
b. Calibrated Gauges
1) Remove all test gauges, fittings and hoses that were installed for fuel system
setup.
2) Reconnect, support, and torque all fuel hoses to their original locations.
28. Perform a visual inspection of the engine and engine compartment, look for
indications of fuel or oil leaks. Correct discrepancies according to
“Troubleshooting” instructions in Chapter 8.
29. Install the engine cowling in accordance with the aircraft manufacturer’s
instructions.

31 October 2011
6-3.8. Engine Oil Servicing
During normal operation, the engine lubrication system provides either pressure or splash
oil to areas of the engine subject to frictional loading. A certain amount of oil consumption
is normal if the plane is flown on a regular basis. However, if excessive oil consumption is
noted (i.e. more than 1/2 quart (1/2 liter) per hour of operation) or there is an abrupt
change in the oil consumption rate, determine the cause and correct it before further flight.
WARNING
Do not fly the aircraft if oil consumption is abnormal or is
suspect; investigate for oil leakage. If no oil leakage is noted,
perform the “Cylinder Inspections” according to the
instructions in Section 6-4.3.
Petroleum based aviation engine oil is flammable. Follow all
fire hazard precautions. Store the oil in a well-ventilated area
away from any heat or ignition source.
When adding oil, completely remove the protective seal on the
oil container to avoid contaminating the oil supply. Prevent any
debris from falling into the oil fill port.
If oil spills on the engine or nacelle during filling, clean the spill
immediately to avoid mistaking the spill as a leak and minimize
the potential fire hazard. Follow environmental precautions
when wiping up oil spills.

31 October 2011
6-3.8.1. Check and Replenish Engine Oil Level
Engine operation and longevity depends on proper lubrication. Maintain the engine oil at
the specified sump capacity. To check the oil level and add oil:
WARNING
Check the oil level before every flight and maintain the engine
oil at the specified level. Operating an engine with no oil or oil
levels below required capacity will cause engine malfunction or
failure.
1. Withdraw the oil gauge rod (dipstick).
2. Wipe the rod clean with a clean, lint-free cloth.
3. Insert the oil gauge rod back into the oil sump and withdraw the rod again.
4. Verify the oil level touches, but does not pass, the fill line on the oil gauge rod.
CAUTION: Do not overfill the oil sump.
5. If more oil is required, add a sufficient quantity of the oil specified in Section 3-2.1
to reach the fill line on the oil gauge rod.
Figure 6-4. IOF-240-B Oil Servicing Points

31 October 2011
6-3.8.2. Oil Change
Perform an oil change within 30 minutes of engine shutdown (to obtain a useful oil
sample). The oil change interval is specified in Table 6-1.
NOTE: More frequent oil changes are recommended under extreme usage
or adverse weather conditions.
1. Remove the oil sump drain plug (Figure 9-2) and drain the oil into a safety-approved
catch basin. After approximately 1/3 of the oil drains from the sump, use clean
tubes, funnels, and a sample (30 to 60 ml) vial to collect 1-2 ounces of the used oil.
If a magnetic drain plug is used, check for signs of ferrous material (e.g., steel, iron)
on the drain plug.
CAUTION: Dispose of the oil in accordance with environmental
standards.
NOTE: Continental Motors recommends the customer submits a sample
of the oil drained during each 50-hour Engine Maintenance Inspection or
if engine trouble is suspected for spectrographic oil analysis to establish a
wear trend baseline. The first three samples are used to establish the oil
analysis trend.
Spectrographic oil analysis identifies the level of concentration (in parts

per million (PPM)) of wear material suspended in the oil. Wear material
consists of submicroscopic particles due to frictional loading that occurs
during engine operation. Refer to “Oil Trend Monitoring and
Spectrographic Oil Analysis” in Section 6-3.8.4.
2. Reinstall the drain plug with a new crush gasket; torque according to Appendix B
specifications and safety wire the plug according to Appendix C instructions.
3. Remove the oil filter (Figure 6-4). Cut the oil filter in two parts using the Oil Filter
Can Cutter ((CT-470)(“Special Tools” in Section 3-1)). Inspect the oil filter element
for metal debris trapped in the filter element to assess the engine condition; use a
magnet to check for steel particulate. New, rebuilt, or overhauled engines typically
exhibit more wear material on the first and second oil filter change, which is normal.
The wear material should taper off during subsequent oil changes. If the same
quantity of wear material is noted on subsequent oil changes, note the characteristics
of the wear material (refer to “Oil Trend Monitoring and Spectrographic Oil
Analysis” in Section 6-3.8.4 and troubleshoot the engine according to
“Troubleshooting” instructions in Chapter 8).
4. Apply a thin coating of Dow Corning DC-4 compound to the filter gasket to prevent
gasket material sticking to the mating surface. Install the new oil filter; torque the
filter according to Appendix B specifications and safety wire the filter according to
Appendix C instructions.
5. Add new oil and check the oil level according to the “Check and Replenish Engine
Oil Level” instructions in Section 6-3.8.1.
6. Check for oil leaks according to the “Check for Oil Leaks” instructions in Section 6-
3.8.1

31 October 2011
6-3.8.3. Check for Oil Leaks
WARNING
Keep the engine compartment, nacelle, and fuselage adjacent to
the nacelle clean to enable detection of oil leaks during visual
inspection.
1. Check the engine nacelle, engine compartment, and adjacent area for oil leaks.
2. If leaks are found, isolate and correct the source of the leak.
CAUTION: Do not overfill the oil sump.
3. Check the oil level and add oil as described in “Check and Replenish Engine Oil
Level” in Section 6-3.8.1 to the specified engine model oil capacity.
6-3.8.4. Oil Trend Monitoring and Spectrographic Oil Analysis

Spectrographic oil analysis identifies the concentration in parts per million (PPM) of wear
material components in an oil sample collected during an oil change. (Refer to “Oil
Sample Collection” in Section 6-3.8.5.) This analysis is done, starting with the first oil
change sample, and continues with successive oil changes. The first few samples establish

31 October 2011
a baseline; subsequent samples (at least three) taken over time establish engine wear
trends. These trends help determine if wear material deviates from the baseline.
(Establishment of the baseline and ensuing wear trends assume analyses are being done by
the same laboratory using the same method of analysis.)
Spectrographic oil analysis results will vary for reasons exclusive of engine condition.
Chemical composition of engine oils vary by manufacturer. For consistent, meaningful
analysis, service the engine with the appropriate grade of aviation engine oil from the
same manufacturer, collect engine oil samples at regular intervals and submit the samples
to the same laboratory for analysis
6-3.8.5. Oil Sample Collection
Oil samples may be collected during the oil change procedure, before new oil is added or
between oil changes. The oil sample must be taken after the engine has been operated
within normal (see “Engine Specifications and Operating Limits” in Section 2-3). Collect
the oil sample within 30 minutes after shutting down the engine.
1. Clean any dirt or debris from around the oil sump drain plug.
2. Use the following sample collection devices:
a. Sampling tube and/or funnel
b. Sample vial
NOTE: The sampling tube, funnel, and sample vial must be clean and free
of any debris, foreign material, or residue for sample integrity and
accurate analysis.
3. Collect 1 to 2 ounces (30 to 60 ml) of oil from one of the following sample
collection locations consistently:
a. Midstream of the oil drain flow after 1/3 of the oil has been drained from the oil
sump.
b. From the oil fill port, at least 2 to 3 inches above the bottom of the oil sump.
NOTE: Never take an oil sample from the bottom of the oil sump or the
oil filter canister.
4. Fill the oil sample tube or vial ¾ full and tighten the cap.
5. Label the oil sample vial with the date the sample was taken, the engine it was taken
from, and the submitter's name and company.
NOTE: Duplicate oil samples submitted to different oil analysis
laboratories will render an equal number of different reports. Establish a
rapport with one laboratory and use it consistently for meaningful trend
analysis.
6. Submit the oil sample for analysis. The following reputable laboratories provide
consistent, factual oil analysis and reporting:
Aviation Oil Analysis Aviation Laboratories
3319 W. Earll Drive 910 Maria Street
Phoenix, AZ 85017 Kenner, LA 70062

31 October 2011
6-3.9. Ignition System Maintenance
6-3.9.1. Spark Plug Replacement
1. Remove the ignition harness leads from all spark plugs.
2. Remove the spark plug from the top and bottom of each cylinder. Mark each plug's
installed location during removal.
3. Inspect plug condition using Figure 6-5 for spark plug serviceability information.
Discard spark plugs that fail to meet “normal electrode condition” characteristics.
FINE WIRE ELECTRODE MASSIVE ELECTRODE
NORMAL ELECTRODE CONDITION

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

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

ELECTRODES PLUS EXTENSIVE NECKING OF
FINE WIRE GROUND ELECTRODES INDICATE
ABNORMAL ENGINE POWER OR PLUGS
LONG OVERDUE FOR REPLACEMENT.
•DISCARD SPARK PLUGS AND CHECK HEAT
RANGE BEFORE INSTALLING NEW ONES.
•REPLACE WITH NEW APPROVED AVIATION
SPARK PLUGS IN APPROPRIATE HEAT RANGE.
Figure 6-5. Spark Plug Inspection Criteria

4. Remove and discard the copper gaskets from all reusable spark plugs.
5. f a new spark plug is required, select one from the list in Table 6-4, or the most
current version of SIL03-2.
6. Clean the spark plugs (new or re-used) according to the cleaning instructions in
Section 14-1. Set the spark plug gap to the spark plug manufacturer's data
recommended setting for the spark plug part number.
7. Install new copper gaskets on all 12 spark plugs.

31 October 2011
8. Refer to the spark plug rotation chart (Figure 6-6); mark serviceable spark plugs
with the respective “TO” cylinder number. For all remaining locations, replace with
a new spark plug.
Reduce wear of spark plug electrodes due to constant

T B T B polarity, either negative or positive, by reversing
bottom (B) spark plugs with top (T) spark plugs per chart.
CYL NO. CYL NO.
1---T TO 4---B
1---B TO 4---T
2---T TO 3---B
2---B TO 3---T
3---T TO 2---B
3---B TO 2---T
4---T TO 1---B
4---B TO 1---T
T B T B
Figure 6-6. Spark Plug Rotation Chart

Table 6-4. Approved Spark Plug List
Applicability Manufacturer Part No. Part Number Barrel Size Electrode Gap
CHAMPION
All IOF-240 RHM38E 630049 3/4”-20 .016”-.021”
All IOF-240 REM38E 628325 5/8”-24 .016”-.021”
AUTOLITE by UNISON
All IOF-240 UREM38E 655902 5/8”-24 .016”-.021”
All IOF-240 URHM38E 655902 3/4”-20 .016”-.021”
9. Sparingly apply the spark plug manufacturer’s recommended thread lubricant to all
except the first row of threads on the spark plug.
10. Thread each spark plug by hand into the engine cylinder head within one to two
threads of the gasket. If the spark plug cannot be easily turned, clean the cylinder or
spark plug threads.
11. Torque the spark plugs to Appendix B specifications using a currently calibrated
torque wrench and six-point deep well socket.

31 October 2011
6-3.9.2. Ignition Harness Installation
The high voltage harness consists of two spark plug wire leads per cylinder for a total of
eight (8) leads. The high voltage harness is constructed of a lightweight flexible silicone
coated cable harness carries the high-voltage energy from the ECU spark towers to the
engine spark plugs.
WARNING
During engine installation, do not connect the high voltage
harness to the spark plugs until propeller installation is
completed. Failure to comply can result in bodily injury when
the propeller is rotated during installation.
1. Route the ECU end of the ignition lead wires to the appropriate ECU. Each ignition
lead wire has a metal identification (ID) tag that designates the cylinder and spark
plug assignment. For example, 2T designates the lead is for Cylinder 2 top spark
plug and 2B is for Cylinder 2 bottom spark plug.
2. Spray a small amount of Miller-Stephenson MS-122AD dry teflon lubricant in each
ECU spark tower.
3. Connect each high voltage harness lead wire to the appropriate ECU spark tower.
Each spark tower is identified with a two-digit code of the same format as the
ignition lead wire ID tags (Figure 6-7).
SPARK TOWER IDENTIFICATION LABELS

Figure 6-7. Ignition Lead Wire Connections
4. To prevent the ignition lead wire sleeves from sticking and to minimize twisting of
the ferrule, apply a light, even coat of MS-122AD Spray (Figure 6-8) to the ignition
harness insulating sleeves.

31 October 2011
B-NUT COAT
FERRULE
Figure 6-8. Coat Insulating Sleeve with MS-122AD

5. Connect the lead wire to the spark plugs ((Figure 6-9)):
a. Insert the spring-end of the lead into the spark tower.
b. While holding the ferrule, firmly push the rubber insulator into the tower.
c. When the B-nut thread makes contact with the spark tower threads, turn the B-
nut clockwise.
d. Restrain the lead wire ferrule to prevent kinking of the lead.
e. Continue turning the B-nut clockwise until it seats.
f. Torque the B-nut to Appendix B specifications.
CAUTION: Do not allow the ignition lead wire ferrule to twist while
tightening the B-nut. If twisting is observed, hold the knurled portion
of the B-nut shoulder with a wrench while tightening the B-nut.
IGNITION
HARNESS
LEAD
SPARK PLUG B-NUT

Figure 6-9. Ignition Harness Connected to Spark Plug
6. Route leads as far away as possible from exhaust pipes to ensure they are not
exposed to temperatures in excess of 400°F (204°C).
7. Route the ignition leads with the engine low voltage harness to provide additional
support according to the “Harness Routing” guidelines in Appendix C-13. Use cable
ties to neatly bundle and secure the ignition leads to the engine and airframe.

31 October 2011
6-4. Adjustment Procedures
Adjustment procedures include the following instructions:
• Throttle Position Switch Adjustment
• Fuel System Adjustment
WARNING
Make all adjustments with the engine stopped and the Ignition,
Master Power, and Primary/Secondary FADEC Power
Switches in the OFF position.
The procedures listed herein apply to Continental Motors
engines in their original type design. For engines modified by
Supplemental Type Certificate (STC), refer to the STC holder’s
instructions.
NOTE: Before performing any engine fuel system adjustment or setup
procedures, verify the aircraft fuel system and fuel pump are operating
properly in accordance with the airframe manufacturer's instructions and
perform an “Engine Operational Check” according to instructions in
Section 6-3.7.
6-4.1. Throttle Position Switch Adjustment
1. Loosen the upper and lower TPS adjusting screws (Figure 6-10).
2. Insert a broad tip common screwdriver into the TPS adjustment slot to position the
TPS at the maximum distance from the actuator cam.
3. Open the throttle valve to the WIDE OPEN position. Confirm the adjustable stop
screw contacts the Throttle Stop Pin.
4. Insert a 0.003-inch feeler gage between the TPS actuator button and the throttle cam
lobe.
5. Adjust the TPS position with a broad tip common screwdriver to provide a 0.003-
inch interference fit between the actuator switch and the throttle cam lobe.
CAUTION: Avoid overloading the TPS. Excessive pressure or side
loads applied to the switch may cause permanent damage.
6. Tighten the TPS securing screw while continuing to hold the feeler gauge in place.
7. Tighten the lower TPS adjustment (pivot) screw and remove the feeler gauge.
8. Close the throttle and return it to the WIDE OPEN position. Check the distance
(0.003-inches) between the back of the TPS actuator and the throttle cam lobe with
the feeler gauge. Repeat the adjustment, if required.
9. Place the aircraft Master Power Switch, FADEC Primary and Secondary Power
Switches in the ON position.
10. Cycle the throttle from OPEN to CLOSED positions while monitoring the
instrument panel WOT indicator.
RESULT: HSA WOT lamp illuminates each time the throttle is placed in the WIDE

31 October 2011
OPEN position, indicating the TPS is tripping between 3°-5° before the WIDE
OPEN position. If the WOT lamp does not illuminate while the throttle is in the
WIDE OPEN position, recheck the adjustment and check switch continuity
according to the instructions in Chapter 8. If the Throttle Position Switch is
malfunctioning, replace it according to instructions in Chapter 10.
12. FADEC Primary Power Switch........................ OFF
13. FADEC Secondary Power Switch.................... OFF
Figure 6-10. Throttle Position Switch

31 October 2011
Figure 6-11. Fuel Pressure vs. Engine Speed Chart

31 October 2011
6-4.2. Fuel System Adjustment
WARNING
Make all adjustments with the engine stopped and the Ignition
Switch in the OFF position!
Procedure
1. Refer to the fuel system indications recorded during the Engine Operational Check.
2. Loosen the lock nut on the Idle Fuel Pressure adjustment (low pressure relief valve)
located at the rear of the fuel pump (See Figure 6-13).
3. Turn the idle fuel pressure adjsutment clockwise to increase idle fuel pump pressure,
or counter-clockwise to decrease idle fuel pump pressure.
NOTE: Operate the engine at 1500 - 1800 RPM for 15 seconds after each
adjustment. Retard the throttle to the specified IDLE RPM to obtain an
accurate fuel pump pressure reading.
4. Repeat steps 1-3 until the idle fuel pump pressure reading is 17.5 psi ±2 psi at 850
RPM with the boost pump OFF.
Figure 6-12. Fuel Pump Fittings and Adjustments

NOTE: Set IDLE RPM fuel pump pressure to the minimum limit to
provide slight fuel enrichment during part throttle operations.
5. After final adjustment is accomplished, torque the jam nut according to Appendix B
specification. Check reading again as in step 3 to ensure tightening the lock nut did
not affect relief valve setting.

31 October 2011
NOTE: Operate the engine at 1500 - 1800 RPM for 15 seconds after each
adjustment. Retard the throttle to the specified IDLE RPM to obtain an
accurate fuel pump pressure reading.
Rated full throttle RPM may not be attainable during ground operation
with a fixed pitch propeller. Locate the maximum RPM achievable in the
table and follow the intersecting point on the graph back to the fuel
pressure setting for the indicated RPM -2/+5 psia.
6. Adjust the full power fuel pressure to match the value specified in Figure 6-11 by
turning the adjustable orifice (Figure 6-12). Turn the adjustment clockwise to
increase pressure and counterclockwise to decrease pressure. Recheck IDLE RPM
pump pressure and adjust, if necessary.
7. Repeat the operational check and adjustments until idle and full power RPM are
within limits.
8. If fuel pressure settings are correct, torque jam nut on the orifice adjustment to
9. Adjust the IDLE RPM (Figure 6-14) to 850 ± 25 RPM for propeller moments of
inertia of 4.5-10 in-lbs-sec2 and 700 ± 25 RPM for propeller moments of inertia
greater than 10 in-lbs-sec2.
Figure 6-13. Idle Speed Adjustment

10. Remove the calibrated gauge and any hoses or fittings not part of the original
installation installed for test setup in Section 6-3.7.5.
11. Reconnect the fuel hoses disconnected in Section 6-3.7.5 and torque the fittings to
12. Perform a visual inspection of the fuel system connections and routing.

31 October 2011
14. FADEC Primary Power Switch........................ ON
15. FADEC Secondary Power Switch.................... ON
16. BPMS ............................................................... AUTO (according to AFM/POH)
RESULT: Check the fuel system fittings for leaks while the boost pump is operating.
If leaks are detected, recheck and torque leaking connections. If leaks persist,
remove and inspect fittings, replace faulty fittings.
18. BPMS ............................................................... OFF (according to AFM/POH)
19. Ignition Switch ................................................ OFF
20. FADEC Secondary Power Switch.................... OFF
21. FADEC Primary Power Switch........................ OFF
23. Perform a visual inspection of the engine compartment. Install the engine cowling

31 October 2011
6-4.3. Cylinder Inspections
A complete cylinder inspection entails the tasks described in respective sections in this
manual referenced in Table 6-5 below. Performing all of the tasks in the table below
ensures that items that can affect cylinder operation have been inspected and verified for
proper operation. Use a copy of the “Cylinder Inspection Checklist” on page 6-85 to
record inspection progress and findings.
Table 6-5. Cylinder Inspection Tasks and References
Task1 Section Reference

Cylinder visual inspection Section 6-4.3.1
Check cylinder differential pressure Section 6-4.3.3
Inspect engine cylinders with borescope Section 6-4.3.4
Inspect cylinder to crankcase mounting deck Section 6-4.3.5
Inspect baffles Section 6-4.3.6
Inspect cowling Section 6-4.3.7
1. All tasks in this table must be performed for a complete cylinder inspection.
6-4.3.1. Cylinder Visual Inspections

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

31 October 2011
NOTE: If discrepancies are noted during the visual inspection, perform a
“Differential Pressure Test” according to instructions in Section 6-4.3.2
and a “Cylinder Borescope Inspection” according to instructions in
Section 6-4.3.4.
Figure 6-14. Cylinder Power Stroke Areas

31 October 2011
6-4.3.2. Differential Pressure Test
Purpose
The Cylinder Differential Pressure Test is a nondestructive method of determining the
internal condition of cylinders and cylinder components. As with any test or inspection,
the Cylinder Differential Pressure Test has certain limitations that may necessitate its use
in conjunction with other non-invasive inspections. The Cylinder Differential Pressure
Test identifies leaks and the source of leaks, with the engine under static conditions (not
running), using a regulated 80 psi pressure source. Marginal or unsatisfactory results of
the Cylinder Differential Pressure Test or Cylinder Borescope inspections may indicate
the need to perform additional inspections.
NOTE: The static leak check does not relate directly to cylinder pressures
developed during actual engine operations.
Monitor and record engine oil consumption, the appearance or color of the engine oil and
any visual indications of high crankcase pressure (combustion blow-by) such as an oily,
wet area on the aircraft belly or lower wing surface.
Monitor and record the engine's oil consumption, the appearance or color of the engine oil
and any visual indications of high crankcase pressure (combustion blow-by) such as an
oily, wet area on the aircraft belly or lower wing surface.
NOTE: Prior to performing the cylinder differential pressure test,
determine the baseline master orifice calibrated pressure reading
according to instructions in Section 6-4.3.2.1.
Excess cylinder wall or piston ring wear, broken piston rings and burned valves exhibit
additional symptoms that include, but are not limited to the following:
• Excessive cylinder barrel wear and/or piston ring wear:
• Elevated crankcase pressure; see “Excessive Crankcase Pressure” in Section 8-
11.1.
• Sudden increased oil consumption (based on trend monitoring)
• Oil discolored within first 10 hours after an oil change
• Broken piston rings:
• Scored, grooved cylinder wall, evident via a borescope inspection
• Abnormal debris in oil filter or oil screen
• Burned valves:
• Extremely low cylinder differential pressure test results
• Usually evident during borescope inspection.
Many variables affect Differential Pressure Test results, such as:
• Abnormal amounts of oil in the cylinder
• Engine temperature and cylinder temperature uniformity
• Test equipment accuracy
• Capacity and quality of the compressed air source
• Techniques used by the technician when performing the test

31 October 2011
Frequency
Perform the Cylinder Differential Pressure Test:
• During 100-hour or annual inspections.
• If excessive oil consumption or blow-by is suspected.
• If the cylinder is showing signs of accelerated wear.
Test Equipment
• Dry, oil-free compressed air source capable of providing a minimum line pressure of
125 P.S.I. with a minimum flow capability of 15 Cubic Feet per Minute (CFM).
NOTE: Master Orifice Tool (Part No. 646953A)is no longer available.
Without the Master Orifice Tool, the Model E2A Differential Pressure
Tester is not a valid test equipment option; the Model E2M Differential
Pressure Tester must be used. If the facility performing the Differential
Pressure Test possesses both an Eastern Technology Model E2A and a
Master Orifice Tool, the Model E2A Tester may be used. Instructions in
this manual are limited to the Eastern Technology Model E2M Tester.
• Cylinder Differential Pressure Tester:
• Eastern Technology Corporation Model E2M (Figure 6-15) (Recommended). This
Differential Pressure Tester incorporates the Master Orifice Tool
WARNING
Differential Pressure Test equipment must be calibrated
annually. Failure to properly maintain and calibrate the
Differential Pressure Test equipment may result in misleading
or erroneous Differential Pressure Test readings.
Perform the “Differential Pressure Test” instructions in Section 6-4.3.2 to calibrate the test
equipment prior to conducting the Cylinder Differential Pressure Test. Perform the
Cylinder Differential Pressure Test as soon as possible after the aircraft has returned from
flight. If the aircraft cannot be flown prior to performing the Cylinder Differential
Pressure Test, operate it on the ground, with the cowling installed until a minimum of 300°
to 350° F (149° to 177° C) is observed on the aircraft cylinder head temperature (CHT)
gauge.
WARNING
Take necessary precautions to prevent accidental rotation of
the propeller while performing this test. Differential pressure
tests are best performed with two people, one to adjust the
pressure regulator and one to hold the aircraft propeller.
The “Master Orifice” is a calibration standard that must be used prior to performing the
Cylinder Differential Pressure Test. The Master Orifice establishes the acceptable cylinder

31 October 2011
pressure leakage limit for the test equipment being used and the atmospheric conditions at
the time of the test. Record the acceptable cylinder pressure leakage limit, along with the
individual cylinder readings in the engine logbook and on a copy of “Cylinder Inspection
Checklist”on page 6-85.
6-4.3.2.1. Differential Pressure Tester E2M Setup
Perform the following steps to prepare the Model E2M Differential Pressure Tester
(Figure 6-15) for use and establish the acceptable cylinder pressure leakage limit.
Procedure
1. Turn the Differential Pressure Tester pressure regulator valve OFF.
2. Position the Master Orifice Valve to the OFF position; handle is horizontal and
directly over the OFF label.
3. Position the Slow Fill Valve (next to the pressure regulator) to the OFF position;
handle is vertical, pointing down.
4. With the Slow Fill Valve in the OFF position, connect the air source to the
Differential Pressure Tester male quick disconnect.
5. Adjust the pressure regulator for indicated 80 psi.
6. Set the Master Orifice Valve to the TEST position; handle is vertical, pointing down.
7. Turn the Slow Fill Valve to the PRESSURIZE position.
8. If necessary, adjust the pressure regulator to maintain an 80 psi indication on the
regulator pressure gauge.
9. Record the cylinder pressure gauge indication on the Cylinder Inspection Checklist.
This is the Acceptable Cylinder Pressure Leakage Limit.
10. Turn the Slow Fill Valve to the OFF position; handle is vertical, pointing down.
11. Turn the Master Orifice Valve to the OFF position; handle is horizontal, directly
over the OFF label.
12. The Differential Pressure Tester is ready for use; proceed to Section 6-4.3.3,
“Cylinder Differential Pressure Test.”

31 October 2011
Cylinder
Pressure
Regulator Gauge
Pressure
Gauge
Pressure
Regulator
Cylinder
Adapter AIR Master
Slow Fill
IN Orifice
Valve
Valve
Figure 6-15. Model E2M Differential Pressure Tester

6-4.3.2.2. Differential Pressure Tester Reliability Check
Keep the Differential Pressure Tester clean and check it periodically for accuracy:
1. Apply a line pressure of 100 to 120 psi; close the Slow Fill Valve.
2. Adjust the pressure regulator to 80 psi. Pressure in both gauges should stabilize with
no leakage.

31 October 2011
6-4.3.3. Cylinder Differential Pressure Test
Have an assistant hold the propeller when applying air pressure to the cylinder to prevent
propeller rotation.
WARNING
Procedure
1. Perform the test as soon as possible after engine shut down to ensure the piston
rings, cylinder walls, and other engine parts are well lubricated and at operating
clearance.
2. Remove the most accessible spark plug from each cylinder. Identify the cylinder
number and position of the removed spark plugs. Examine the spark plugs to aid in
diagnosing engine and cylinder conditions. Refer to the spark plug manufacturer's
technical data.
3. Turn the crankshaft by hand in the direction of rotation until the piston in the
cylinder under test is positioned just before its compression stroke.
4. Install the cylinder adapter in the spark plug hole and connect the Differential
Pressure Tester to the cylinder adapter (Figure 6-16).
Figure 6-16. Differential Pressure Test Equipment Usage

31 October 2011
WARNING
Exercise care when opening the cylinder pressure valve, air
pressure entering the cylinder may cause the crankshaft to
rotate if the piston is not at top dead center.
NOTE: The Slow Fill Valve should be in the CLOSED position.
5. Have an assistant secure the propeller to prevent rotation and slowly turn the Slow
Fill Valve in the direction of the PRESSURIZE position to pressurize the cylinder to
20 psi.
NOTE: Some Continental Motors engines feature a lightweight starter
which inhibits turning the propeller in the opposite direction of normal
rotation. For these engines, the propeller must be turned in the normal
direction of rotation to seek the TDC position with the highest pressure
indication on the cylinder pressure gauge.
6. Continue turning the propeller in the normal direction of rotation, against the
pressure until the piston reaches top dead center (TDC) indicated by a sudden
decrease in the force required to turn the crankshaft. If the crankshaft is rotated too
far, back up at least one-half revolution and start over again to eliminate the effect of
valve train backlash and to keep the piston rings seated.
WARNING
The probability of air pressure in the cylinders turning the
propeller during this procedure will be highest when the air
pressure in the cylinder is raised to 80 psi in step 7. Stand
outside the propeller arc with balanced footing while holding
the propeller firmly to avoid injury.
7. With the piston at top dead center, open the Slow Fill Valve completely. Observe the
regulator pressure gauge and adjust the pressure regulator, if necessary, for an 80 psi
indication.
8. To ensure the piston rings are seated and the piston is square in the cylinder bore,
move the propeller slightly back and forth with a rocking motion, while applying the
regulated pressure of 80 psi, to obtain the highest indicated pressure reading on the
cylinder pressure gauge. Adjust the pressure regulator, as necessary, to maintain a
regulated pressure indication of 80 psi.
9. Record cylinder pressure gauge indication. The difference between indicated
cylinder pressure and indicated regulator pressure is the amount of cylinder leakage.
Record cylinder pressure indication as: (pressure reading)/80 psi.
NOTE: Repeat steps 3 through 9 on each engine cylinder. Record
Cylinder Differential Pressure Test results for each cylinder on the
Cylinder Inspection Checklist.
10. Compare the recorded test results with Table 6-6 to determine what action, if any, is
recommended.
11. Turn the slow fill valve to the OFF position. Disconnect the test equipment from the
cylinder and proceed to the “Cylinder Borescope Inspection” in Section 6-4.3.4.

31 October 2011
Table 6-6. Differential Pressure Test Results
Symptoms and
Air Discharge Source Pressure Test Value Observations Recommended Action
Cylinder Differential Pres- Normal borescope indica- Continue engine in service.
sure Test reading above tions. Oil consumption sta- Repeat Differential Pres-
the acceptable cylinder ble, no excessive oil sure Test at next 100-hour/
pressure leakage limit. discharge out engine annual inspection.
breather
Cylinder Differential Pres- Normal borescope indica- Fly aircraft at Cruise Power
sure Test reading below tions. Oil consumption sta- setting1 and repeat Cylin-
the acceptable cylinder ble, no excessive oil der Differential Pressure
pressure leakage limit. discharge out engine Test.
breather.
Cylinder Differential Pres- Not applicable Remove cylinder for repair.
Air discharge at oil filler/ sure Test reading below
crankcase breathe. the acceptable cylinder
pressure leakage limit after
re-test.
Cylinder Differential Pres- Oil consumption abnor- Remove cylinder for repair.
sure Test reading above or mal 2, with oil discharge out
below the acceptable cylin- engine breather. Bore-
der pressure leakage limit scope inspection reveals
heavy carbon deposits in
combustion chamber and
on piston crown with
excessive oil puddling in
cylinder barrel.
Cylinder Differential Pres- Dye check of area reveals Remove cylinder for
Air escaping at spark plug
sure Test readings not cracks. replacement.
spot face
applicable
Cylinder Differential Pres- Oil consumption Remove cylinder for repair.
sure Test reading abnor- 2
abnormal , with oil dis-
mally high charge out engine
Little to no air discharge at breather. Borescope
oil filler/crankcase inspection reveals heavy
breather. carbon deposits in com-
bustion chamber and on
piston crown with exces-
sive oil puddling in cylinder
barrel.

31 October 2011
Table 6-6. Differential Pressure Test Results
Symptoms and
Air Discharge Source Pressure Test Value Observations Recommended Action
Cylinder Differential Pres- Normal cylinder borescope Continue engine in service.
sure Test reading above inspection results.
the acceptable cylinder
pressure leakage limit.
Cylinder Differential Pres- Normal cylinder borescope Fly aircraft at cruise power
sure Test reading below inspection results. setting1 and repeat Cylin-
Air discharge into induction the acceptable cylinder
system der Differential Pressure
pressure leakage limit. Test.
Cylinder Differential Pres- Not Applicable Remove cylinder for repair.
sure Test reading below
re-check.
Cylinder Differential Pres- Normal cylinder borescope Continue engine in service.
sure Test reading above inspection results.
pressure leakage limit.
Cylinder Differential Pres- Normal cylinder borescope Fly aircraft at cruise power
sure Test reading below inspection results. setting1 and repeat Cylin-
Air discharge into exhaust the acceptable cylinder
system der Differential Pressure
pressure leakage limit. Test.
Cylinder Differential Pres- Not Applicable Remove cylinder for repair.
sure Test reading below
re-check.
Cylinder Differential Pres- First cylinder head fin Remove cylinder for
sure Test readings above above cylinder barrel wet replacement.
Air discharge at cylinder the acceptable cylinder with oil or baked on oil resi-
head to barrel juncture or pressure leakage limit. due. See the latest revision
between barrel fins of Service Bulletin SB96-12
for additional tests to be
performed.
1. Fly the aircraft at cruise power setting between 65 and 75 percent power according to the Aircraft Flight manual/Pilots Operating Handbook
(AFM/POH) for a duration that will allow engine oil and temperatures to stabilize, or at least 45 minutes. Repeat the differential pressure
test on the suspect cylinder.
2. A sudden increase in oil consumption from the established, normal trend.

31 October 2011
6-4.3.4. Cylinder Borescope Inspection
Regular engine operation provides an oil coating for the cylinder and minimizes rust
formation. New cylinders are particularly sensitive to rust formation if the engine is
infrequently used or not properly preserved during storage.
NOTE: Ground operation of the engine is an unacceptable substitute for
in-flight engine operation. Ground operation does not provide adequate
cylinder cooling and introduces water and acids into the lubrication
system.
Purpose
The cylinder borescope inspection provides a non-destructive method of visually
examining the internal cylinder components and must be used in conjunction with the
“Differential Pressure Test” to assess the condition of the valve, piston top, deposits, and
the hone pattern on the cylinder barrel and identify abnormal wear patterns which can
contribute to low differential pressure readings or increased oil consumption.
The cylinder wall hone pattern consists of engineered surface “scratches” which aid in
ring seating by allowing the ring and wall surface to wear uniformly and provides a
reservoir of oil for lubrication during ring travel. The cylinder walls and rings are designed
to wear over the life of the engine, particularly in the power stroke area. The visible hone
pattern in the upper portion of the bore may disappear during normal operation; and is not
cause for cylinder replacement.
Required Equipment
• Mechanics tools
• Borescope
Frequency
• During 100-hour/Annual inspection
• If oil consumption is excessive
• After an engine overspeed incident
• Whenever an anomaly is suspected
WARNING
Take preventive measures to avoid burns when performing a
Cylinder Borescope Inspection on a hot engine.
Procedure
1. Remove the engine cowling as necessary to gain access to the top spark plugs.
2. Remove the upper spark plug from each cylinder.

31 October 2011
3. Position the piston at bottom dead center on the power stroke. The exhaust valve
will be open with the piston in this position.
4. Insert the borescope probe through the upper spark plug hole and inspect the internal
surfaces of each cylinder, including the exhaust valve and exhaust valve seat. Use
5. Position the piston at bottom dead center at the end of the intake stroke.
6. Insert the borescope through the upper spark plug hole and inspect the intake valve
and valve seat. Use Table 6-7 and Figure 6-17 through Figure 6-23 to interpret
inspection findings.
Table 6-7. Borescope Inspection Objectives and Corrective Actions
Inspection Item Objective If Abnormality Noted

Inspect:
• Valve seat inserts for erosion, burning
Combustion Chamber • Spark plug heli-coils for protrusion into Remove cylinder for repair
combustion chamber
• Heavy carbon deposits/presence of excessive oil
Inspect for signs of leakage or damage indicated
by:
• Localized discoloration on the valve face
Exhaust Valve Face Repair or replace cylinder
circumference (Figure 6-17)
• Minute cracks
• "Erosion (missing material)
Inspect for signs of leakage or damage indicated
by:
Intake Valve Face • Localized discoloration on the valve face Repair or replace cylinder
circumference
• Erosion (missing material)
Inspect exposed surface of bore for:
• Heavy scoring/piston rub (Figure 6-21)
Repair or replace cylinder
• Piston pin rub (wide band pattern in horizontal
plane at 3 o'clock and/or 9 o'clock position)
Cylinder Bore Corrosion (Figure 6-18)1
Excessive oil in cylinder/heavy deposits of carbon Remove cylinder for repair
in combustion chamber
Upper portion of cylinder bore has no visible hone Normal indication for in service
pattern (Figure 6-22) and (Figure 6-23) cylinders
Inspect for:
Piston Head • Piston crown for erosion, missing material Remove cylinder for repair
• Visible damage from foreign debris
1. Remove cylinder for repair or replacement. Perform complete inspection of connecting rod bushing for correct installation and finishing.

31 October 2011
Figure 6-17. Normal Combustion Chamber Figure 6-18. Burned Exhaust Valve
Exhaust valve has reddish deposit in center with dark Note the edge of valve face has lost all combustion
outer edge. Intake valve has light brown combustion residue with striations moving toward center of valve.
deposits. Combustion chamber has light brown
deposits.
Figure 6-19. Phosphate-Coated Cylinder w/ Figure 6-20. Phosphated Cylinder Bore

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

31 October 2011
Figure 6-21. Cylinder Barrel Scoring and Piston Rub
Figure 6-22. Typical Wear in Upper Ring Travel
Figure 6-23. Typical Cylinder Wear

31 October 2011
6-4.3.5. Cylinder to Crankcase Mounting Deck Inspection
Purpose
Proper cylinder torque requires a solid mounting surface. Foreign materials, such as
grease or unauthorized sealants applied to the mounting base or flange will not allow
proper fastener preload. Proper torque procedures are critical to engine operation.
Frequency
WARNING
Do not apply any form of sealant to the crankcase cylinder
deck, chamfer, cylinder mounting flange, cylinder base O-ring,
or cylinder fastener threads. The use of RTV, silicone, Gasket
Maker, or any other sealant on the areas listed above during
engine assembly will cause a loss of cylinder deck stud or
through-bolt torque. Subsequent loss of cylinder attachment
load, loss of main bearing crush and/or fretting of the
crankcase parting surfaces will occur. The result will be
cylinder separation, main bearing movement, oil starvation and
catastrophic engine failure. USE ONLY CLEAN 50 WEIGHT
AVIATION ENGINE OIL ON SURFACES LISTED.
Procedure
Inspect the cylinder-to-crankcase mounting deck for evidence of silicone RTV sealant on
the cylinder deck flange. If silicone RTV sealant or any other unauthorized sealant or
adhesive is discovered, the engine must be completely disassembled, cleaned, inspected
and assembled according to the instructions in Chapter 12-18 of this manual.
1. Remove the engine from the aircraft according to instructions in Section 5-1.
2. Disassemble the engine according to the instructions in Chapter 12-13.
3. Clean the engine components according to the instructions in Chapter 14.
4. Inspect the engine components according to the instructions in Chapter 15.
5. Reassemble the engine according to instructions in Chapters 16 and 17.
6. Perform the “Post-Overhaul Test and Adjustments” according to instructions in
Chapter 18.
7. Install the overhauled engine according to instruction in Section 5-2.

31 October 2011
6-4.3.6. Baffle Inspection
Purpose
To prevent cylinder deterioration and verify baffles are properly fitted and installed. This
inspection performed in concert with the cylinder inspection.
The heat transfer in piston engines requires efficient and reliable operation of cooling
baffles to prevent rapid deterioration of the cylinders and other engine components. Verify
the baffles are installed, intact, and positioned properly.
Frequency
• During 100-hour/Annual inspection or whenever the cowling is removed
Procedure
1. Check the following for deterioration, wear, correct position, and proper contact
with the cowl. Figure 6-24 through Figure 6-27 show improperly positioned baffle
seals.
2. Repair or replace worn or distorted baffles in accordance with the airframe
manufacturer or Supplemental Type Certificate (STC) holder's information.
3. Check and adjust inter-cylinder baffles to ensure a tight fit.
4. Inspect for holes and cracks that would allow cooling airflow to be wasted. Seal any
cracks or holes by applying a non-corrosive silicone adhesive/sealant. Consult the
aircraft manufacturer for application instructions. Baffle conditions shown in Figure
6-28 shows air gaps that lead to inadequate cooling airflow. Figure 6-29 and Figure
6-30 show evidence of cooling air loss at the baffle seals.
5. Check the integrity of all cooling ducts, heater ducts, etc. and repair as necessary.

31 October 2011
Figure 6-24. Improperly Positioned Baffle Seals
Figure 6-25. Improperly Positioned Baffle Seals

31 October 2011
Figure 6-26. Improperly Positioned Aft and Side Peripheral Baffle Seals
Figure 6-27. Improperly Positioned Aft and Side Peripheral Baffle Seals

31 October 2011
Figure 6-28. Aft and Side Baffles with Air Gaps
Figure 6-29. Cooling Loss Due to Gaps in Baffle Seals

31 October 2011
Figure 6-30. Cooling Loss Due to Gaps in Baffle Seals

6-4.3.7. Cowling Inspection
Purpose
Check cowl openings for restrictions and proper operation of the cowl flap. Cowl flap
operation is an integral function of engine cooling control.
Frequency
Procedure
1. Verify add-on accessories and their associated hardware do not restrict cowl inlet,
cowl outlet, and air flow through the cooling fins.
2. Verify the cowl flap rigging and operation meet the appropriate aircraft maintenance
manual specifications.
3. Check for cracks and other obvious physical defects.

31 October 2011
6-4.4. Crankcase Inspection
Purpose
To verify the crankcase is free of oil leaks, cracks, and physical damage.
Frequency
Procedure
WARNING
If neglected, crankcase cracks may progress to the point of
causing major oil leakage or engine structural failure.
1. Inspect the exterior of the crankcase halves for cracks. Carefully inspect the entire
external surface of the crankcase using an inspection light and mirror.
NOTE: NOTE: All crankcase cracks require attention, regardless of size
or location. Do not ignore crankcase cracks.
a. Cylinder deck (white/non-shaded in Figure 6-31 = critical areas) cracks, regard-
less of size require immediate crankcase replacement.
b. Repair cracks two inch (5.08 cm) or longer in the shaded (non-critical) locations
of Figure 6-31 according to instructions in Section 15-7.8. Replace the crankcase
if satisfactory repair is not possible.
c. Cracks shorter than two inches in the shaded locations of Figure 6-31 may
remain in service. Scribe the extremities of cracks smaller than two inches in the
non-critical areas for further growth progression monitoring. Cracks with seeping
oil must be repaired or replaced immediately. At 25-hour inspection intervals,
inspect the progression of any previously identified crack located in the shaded
locations of Figure 6-31 that is less than two inches in length. If a crack in the
non-critical area of Figure 6-31 progresses to two inches or more in length, repair
or replace the crankcase. Inspect the scribed cracks at the next 50 hour engine
inspection for progression. If no progression is noted, repeat the progression
inspection at each 100-hour inspection interval until the crack is repaired or the
crankcase is replaced. Repair or replace the crankcase if the cracks in the non-
critical area progress to two inches or beyond in the shaded locations.
2. Investigate oil leaks as possible crack indications. If oil leaks are the result of
damaged or improperly sealed gaskets, replace questionable gaskets according to the
overhaul instructions.
3. Inspect the crankcase breather for cracks or dents. Inspect tube ends for scoring or
eccentricity that may prohibit a proper seal. Discard and replace unserviceable
components.
4. Inspect engine mount brackets for cracks, dents and wear. Inspect hardware for
distorted, stripped threads and damaged wrench flats. Discard and replace
unserviceable components.

31 October 2011
Figure 6-31. Crankcase Critical (white) and Non-critical (Shaded) Area

5. Inspect the crankcase backbone seam for signs of oil leaks. Oil leakage in this area
may be caused by improperly torqued through bolts. Check through bolt torque
according to the instructions in Section 17-4.3. If through bolt torque is less than the
minimum specifications, remove, disassemble, and inspect the engine immediately
to determine the cause of through bolt torque loss.
6. Inspect the cylinder deck for signs of RTV Sealant used on the cylinder deck flange.
If RTV Sealant is found, refer to Section 6-4.3.5, “Cylinder to Crankcase Mounting
Deck Inspection” for corrective action.

31 October 2011
6-4.5. FADEC Backup Battery Inspection
Replace the FADEC System backup battery used as a secondary power source:
• 12 calendar months after the installation date
• If the backup battery has been used for more than one (1) hour (emergency operations).
• If the backup battery is severely depleted.
• If the EBAT FAIL lamp stays illuminated for more than five minutes on the HSA
panel.
NOTE: The backup battery is an airframe component. Refer to airframe
maintenance instructions for removal and installation criteria.
Procedure
1. Check the maintenance records in the log book for the backup battery installation
date.
RESULT: If the elapsed time is greater than 12 months, replace the battery
according to airframe manufacturer's instructions.
2. Disconnect the positive and negative battery terminals from the backup battery.
3. Measure the battery voltage.
RESULT: If the voltage is less than 10 volts, replace the battery according to
4. Reconnect the battery terminals according to the airframe manufacturer’s
instructions.

31 October 2011
6-4.6. Fuel System Inspection
Engine operation and cooling are directly related to the correct fuel-air ratio. Improper
fuel settings can affect engine performance in terms of both power and throttle response.
Purpose
Verify:
• Fuel injector operation
• Clean the fuel injection system filters
• Adjust the fuel pump operation (Part of Engine Operational Check)
Frequency
Procedure
1. Inspect each fuel line to the connection point at the fuel distribution block for
chafing, wear, or damage. Replace worn, chafed or damaged fuel lines with new fuel
lines.
2. Inspect the fuel lines, hoses and fittings from the fuel pump outlet to the fuel
distribution block, including the fuel filter for wear or damage. Replace faulty parts.
3. Remove, clean, and inspect the fuel distribution block according to instructions in
Section 6-4.6.1.
4. Remove, clean, and inspect the fuel filter according to instructions in Section 6-
4.6.2.
5. Visually inspect the fuel lines, fuel injectors, fuel pressure sensors and engine dry
bay for signs of fuel leaks with the aircraft boost pump ON.

31 October 2011
6-4.6.1. Fuel Distribution Block Service
Procedure
1. Remove the four screws (Figure 6-32) (8), lock washers (9), and washers (10) from
the fuel distribution block cover (2).
2. Remove the gasket (6), filter (4), and O-ring (5); discard the gasket (6) and O-ring
(5).
3. Clean the fuel distribution block parts and filter according to “Engine Cleaning”
instructions in Chapter 14.
CAUTION: The filter is sensitive to debris and contamination; Use
only fresh solvent to clean the filter.
NOTE: If the filter (4) is damaged, a service kit containing a new filter
(4), gasket (6), and o-ring (5) is available as a single part number.
4. Inspect the cleaned fuel filter (4) to verify the cleaning process removed all traces of
debris or varnish from the filter medium and the filter is and free of dents or damage.
If the filter is damaged, replace it with a new filter.
5. Install the filter (4) in the fuel distribution block body (1) with a new O-ring (5) and
new gasket (6).
6. Install and secure the cover with four each screws (8), new lock washers (9), and
washers (10); torque per Appendix B.

31 October 2011
Figure 6-32. Fuel Distribution Block Assembly

1 Fuel Distribution Block Body 5 O-Ring 9 Lock Washer 13 Elbow w/Orifice Fitting
2 Fuel Distribution Block Cover 6 Gasket 10 Plain Washer 14 Elbow FItting
3 Filter Service Kit 7 Bracket Assembly 11 Washer 15 Union Nut
4 Fuel Filter 8 Fillister Head Screw 12 Fillister Head Screw 16 Cone

31 October 2011
6-4.6.2. Fuel Filter Service
The bypass fuel filter assembly contains a removable, reusable filter screen, held in place
by a spring.
Procedure
1. Disconnect the fuel hoses from the fittings (Figure 6-33) (12) at each end of the filter
assembly. Remove the filter assembly from the engine.
2. Remove safety wire (two places) from the screws (10) securing the cover and
remove the screws (10) and washers (9).
3. Separate the fuel filter housing cover (2) from the filter housing (1) and remove the
spring (4) and filter screen (3). Remove and discard the O-ring (5) from the filter
cover.
4. Inspect the plugs (9 & 13) for security and evidence of leakage. If plugs are loose or
leaking:
a. Remove the plugs, inspect the plug and housing thread form. Clean the threads
according to Chapter 14 instructions.
b. Apply Part No. 646940 sealant the male tapered threads and install serviceable
plugs in the housing. Torque the plugs to Appendix B standard torque.
5. Clean the fuel filter assembly parts according to “Engine Cleaning” instructions in
Chapter 14. If the fuel filter screen (3) cannot be thoroughly cleaned, replace the
filter screen.

31 October 2011
Figure 6-33. Fuel Filter Assembly

1 Filter Housing 5 O-Ring 9 Plug 13 Plug
2 Filter Housing Cover 6 Ball 10 Fillister Head Screw 14
3 Filter Screen 7 Spring 11 Washer 15
4 Spring 8 Plunger Spring Retainer 12 Nipple Fitting 16

31 October 2011
6-4.7. Engine Gauge Inspection
CAUTION: Inaccurate aircraft engine related gauges can cause
operation outside of engine certification and specification limits and
can lead to decreased cylinder life. Aircraft gauge calibration errors
can be particularly harmful for high horsepower engines. Gauges
may require re-marking for modified (STC) engines. Significant
aircraft engine gauge inaccuracies can lead to engine damage.
Purpose
Verify proper gauge operation and ensure reliable condition feedback to the pilot.
Frequency
Procedure
Verify the following indicators are working properly according to the AFM/POH. Repair
or replace faulty components.
• Tachometer
• Manifold pressure gauge
• Fuel flow gauge
• Oil pressure gauge
• Oil temperature gauge
• Cylinder head temperature gauge
NOTE: Verify the accuracy of the EGT indicating system. The aircraft
manufacturer may require EGT reporting be operational for all categories
of flight. Consult the Aircraft Maintenance Manual for interval and
operational requirements. In many cases, EGT calibration is a 100-hour
inspection requirement.
• Exhaust gas temperature gauge
6-4.8. Engine Control Linkage Inspection

Purpose
To ensure proper operation and to prevent accelerated wear, engine control linkage rods
must be inspected for excessive play, which can cause movement loss and parts breakage.
Frequency
During 100-hour or annual inspection
Procedure
1. Inspect the pivot points of levers and linkages for debris, old grease, and oil.
2. Replace worn or corroded linkage and attaching hardware in accordance with

31 October 2011
3. Clean pivot point areas thoroughly using clean Stoddard solvent per instructions in
the section "Throttle Control Linkage Rod Maintenance" in Chapter 9, Maintenance
and Adjustments. After cleaning, dry each area using compressed air.
6-4.9. Cylinder Drain Inspection

Purpose
Fuel system cylinder drains evacuate waste fuel from the aircraft. Clogged drains cause
accumulation of fuel in the lines and may cause accumulation of vapors in the aircraft
fuselage, a potential fire hazard.
Frequency
• Each scheduled maintenance interval
Procedure
Perform a cylinder drain inspection to ensure the drain(s) function properly by performing
the following procedure:
WARNING
Do not turn the propeller or allow personnel to stand in the arc
of the propeller while performing the following inspection.
1. Apply a light vacuum source to the airframe fuel drain outlet.
2. Monitor the fuel drain to ensure the drain flows freely.
3. Apply a slight positive air pressure to the airframe fuel drain outlet.
4. Monitor the fuel drain to verify the cylinder drain check valve closes off.
6-4.10. Throttle Position Switch Inspection
Purpose
The throttle switch notifies the FADEC system when the throttle is in the wide open
position for maximum power settings.
Frequency
• During 100-hour or Annual Inspection
Procedure
2. Throttle............................................................. Wide Open
3. Inspect the throttle valve to confirm position is within 3-5o of the wide-open stop.
4. Adjust, the throttle position switch, if necessary, according to instructions in Section
6-4.1.

31 October 2011
6-4.11. Ground Strap Continuity Test
Purpose
Two ground leads connect the engine structure to the aircraft ground and each ECUs is
connected to the airframe with two ground wires.
Frequency
• During 100-hour or Annual Inspection
Procedure
1. Inspect the lead wire for fraying, nicks, cuts, or damage.
NOTE: If the ground strap is dirty or corroded, refer to “Cleaning a
Ground Strap Connection Point” in Section 14.
2. Disconnect one end of a ground strap from the engine or ECU. Measure the
resistance between the loose end of the ground strap and aircraft ground using a
digital volt ohm-meter (DVM).
RESULT: The resistance must be less than 0.5 ohms. If the inspection reveals poor
continuity or if a strap appears frayed, nicked, cut, or damaged, replace the strap
according to instructions in Section 10-11.2 and Section 10-11.3.
3. If the resistance is more than 0.5 ohms, clean the grounding connections and repeat
the resistance measurement.
6-4.12. Engine Mount Inspection

Frequency
Procedure
1. Inspect engine mounts and mount isolators for signs of cracks, deterioration, proper
assembly and security. If cracks are suspected, perform nondestructive inspection
using dye penetrant or eddy current methods to determine engine mount condition.
WARNING
Do not allow a cracked engine mount to remain in service.
Replace upon discovery.
2. Replace damaged or deteriorated engine mounts or engine mount isolators.

31 October 2011
6-4.13. Induction System Inspection
Purpose
Check the integrity of the air filter, seals, and airbox to prevent particulates from entering
the engine that can abrade cylinder walls and ring faces thereby damaging the engine.
Frequency
Procedure
1. Remove and inspect the induction air filter for cleanliness, normal operation and the
absence of gaps or leaks in the filtering element. Verify the air filter seal prevents
airflow except through the filter. Inspect or replace as necessary in accordance with
the airframe manufacturer/STC holder's information.
2. Verify the integrity of the airbox; look for alternate air circuits which can bypass the
filtering system. Any holes or bypass circuits found behind the filtering element
should be repaired as required in accordance with the airframe manufacturer/STC
holder's information.
3. Verify the operation of the alternate air door and the integrity of the seal in the
closed position. Verify the door operating mechanism closes securely. Replace or
repair, as necessary, according to the airframe manufacturer/STC holder's
instructions.
4. If oil analyses are done on engine oil samples, check the silicone content of the most
recent oil analysis and the overall silicone trend to further assess the possibility of
Induction System leaks or pilot operational issues such as extensive use of
carburetor heat or alternate air during ground operation.
5. Inspect the induction tube and hose connections to verify proper installation.
Induction tubes incorporate a “bead” (Figure 6-34) which provides an anchor point
for the induction tube clamps and enhances the seal between the induction tube and
hose. Remove, inspect and install induction system according to instructions in
Section 17-13 if induction tubes, hoses or clamps are improperly installed or
inspection identifies parts as unserviceable.
a. Visually inspect the induction system clamps for proper fit and positioning.
Clamps should be positioned squarely over the joint between the induction tubes
and hose (Figure 6-35), inboard of the induction tube bead; no part of the end of
the induction tube should be visible with the hose and clamp properly installed.
Loosen the clamps, reposition, and torque to Appendix B specifications, if neces-
sary. If the clamp will not tighten or remain torqued to Appendix B specifica-
tions, the clamp is unserviceable - replace the clamp.
b. Perform a visual inspection on the induction hoses for proper fit and positioning.
Hoses should be flexible; splits, tears, or cracks are unserviceable conditions.
Replace cracked, split, or torn induction hoses. Hoses should not exhibit "twists"
from misalignment, which can cause stress cracks. Hoses must be positioned

31 October 2011
over the induction tubes to secure the induction tube beads within the clamped
portion of the hose.
c. Perform a visual inspection on the induction tubes. Replace tubes exhibiting deep
scratches, dents, cracks, or eroded sealing beads.
Figure 6-34. Induction Tube Bead Location
Figure 6-35. Properly Installed Induction Tube, Hose and Clamps

31 October 2011
6-4.14. Ignition System Inspection
Purpose
Verify the following:
• FADEC components are free of damage and operating within tolerance
• SSA is properly detecting engine timing
• Ignition leads are intact and secure
• Spark plugs are clean, operating properly, and gapped appropriately
Frequency
Procedure
1. Perform the “FADEC Level I Diagnostic” in Section 8-6.1 in conjunction with the
“Engine Operational Check” in Section 6-3.7.
2. Visually inspect the ignition leads for chafing, deterioration and insulation
breakdown; Replace worn or frayed ignition wires.
3. Verify the high voltage leads are securely fastened to the ECU spark towers.
WARNING
Failure to maintain the spark plugs and ignition leads can cause
engine damage or failure.
4. Remove the upper and lower spark plugs from each cylinder.
5. Clean and inspect the spark plugs according to “Ignition System Maintenance”
6. Rotate spark plugs from original locations during installation.

31 October 2011
6-4.15. Alternator Inspection
Frequency
• During 500-hour inspection
Procedure
1. Remove engine cowling and airframe components necessary to gain access to the
alternator.
2. Remove the alternator according to instructions in Section 10-5.1 Perform the
“Alternator Drive Hub Inspection” in Section 6-4.15.1 on all gear driven alternators.
3. Refer to the alternator service manual (Section 1-2.2, “Related Publications”) for
inspection requirements; correct any discrepancies discovered during the inspection.
4. Install the serviceable alternator according to Section 10-5.2, “Direct Drive
Alternator Installation” after successfully completing the alternator manufacturer's
service and inspection requirements.
5. Perform the instructions in the normal “Engine Start” (Section 7-3.2) and “Ground
Run-up” (Section 7-3.3) to verify alternator operation.
6. Install airframe components and cowling according to the airframe manufacturer's
instructions.
Figure 6-36. Alternator and Drive Coupling

1 Alternator 4 Lock Nut 7 Castellated Nut 10 Nut
2 Gasket 5 Woodruff Key 8 Cotter Pin 11 Lock Washer
3 Washer 6 Coupling Assembly 9 Lock Washer 12 Terminal Nut

31 October 2011
6-4.15.1. Alternator Drive Hub Inspection
The alternator drive hub is designed to slip when abnormal torque is required to rotate the
alternator shaft to prevent internal engine damage in the event of an alternator seizure.
Procedure
1. Remove the upper spark plugs according to instructions in Section 6-3.9.1.
2. Perform a “Gear Tooth Inspection” according to instructions in Section 15-3.1 on
the alternator drive hub gear and the crankshaft gear.
a. Rotate the crankshaft 360° in order to inspect the circumference of the crankshaft
gear.
b. Inspect the drive hub gear teeth for damage or missing material. If damage to the
drive hub clutch is suspect, or damage is obvious, perform a “Foreign Object
Contamination Inspection” according to instructions in Section 6-5.6.
3. Remove the alternator drive hub according to instructions in Section 10-5.1, “Direct
Drive Alternator Removal.”
NOTE: If the alternator drive hub exhibits damage or missing material,
perform a “Foreign Object Contamination Inspection” according to the
instructions in Section 6-5.6. Remove the foreign material from the
crankcase and perform a visual inspection to determine if surrounding
components were damaged as a result of the component failure.
Figure 6-37. Alternator Drive Coupling
Table 6-8. Alternator Drive Hub Slippage
Drive Hub Condition Allowable Slippage

Less than 25 hours operation 180 in. lbs.
More than 25 hours operation 140 in. lbs.
4. Inspect the alternator drive coupling assembly for shearing or tearing; pay particular
attention to the condition of the elastomeric (rubber) element. Replace worn or
damaged parts observed according to instructions in Section 10-5.3, “Direct Drive
Alternator Installation.”

31 October 2011
5. Install the alternator drive hub in the Alternator Drive Hub Holding Fixture
(Chapter 10); adjust the bolts using figure pressure only. DO NOT torque the bolts.
6. Place the Alternator Drive Hub Holding Fixture and drive hub assembly in vise with
protective covers on the jaws.
7. Torque test the drive hub assembly using the Alternator Drive Hub Torque Tool
(Figure 3-11 in Chapter 3) and a currently calibrated torque wrench.
8. Turn the hub at a rate of 1-2 degrees per second. Refer to Figure 6-37 and Table 6-8
for allowable slippage. Replace the drive hub if it does not meet the allowable
slippage.
9. Install the serviceable drive hub on the alternator according to instructions in
Section 10-5.2, “New Alternator Preparation.”
10. Install the upper spark plugs according to instructions in Section 6-3.9.1.

31 October 2011
6-5. Unscheduled Maintenance
6-5.1. Propeller Strike
A propeller strike is any incident (whether or not the engine is operating) in which the
propeller contact a foreign object that 1) results in the necessity to repair the propeller
blade(s) (other than minor blade dressing) or 2)results in loss of engine RPM at the time of
contact. Propeller strikes can cause engine and component damage even if the propeller
continues to rotate. This damage can result in catastrophic engine failure.
WARNING
Do not attempt to dress a propeller blade without consulting
the propeller manufacturer's instructions. Stresses imposed on
the propeller are more concentrated in areas that are nicked
and cut. They may act as stress risers. Stress risers weaken the
blade and can eventually cause the blade to fracture.
In cases where a small foreign object such as a small stone, strikes the propeller during
operation, inspect and repair the propeller according to the propeller manufacturer's
instructions. If foreign object damage requires removal of the propeller for repair(s)
perform the “Propeller Strike Inspection” in Section 6-5.1.1.
6-5.1.1. Propeller Strike Inspection
Procedure
1. Remove the propeller - inspect according to propeller manufacturer's instructions.
2. Disassemble the engine completely according to instructions in Chapter 12 and 13.
3. Thoroughly clean the crankshaft according to instruction in Chapter 14; all surfaces,
especially those forward of the front main bearing, must be free of paint, sludge, or
any substance that may mask cracks.
4. Perform a “Magnetic Particle Inspection” on the crankshaft, connecting rods, gears
and remaining steel internal engine parts according to instructions in Section .
5. Clean the crankcase thoroughly according to the “Engine Cleaning” instructions in
Section 14; all surfaces must be free of paint, sludge, or any substance that may
mask reliable inspection.
6. Perform a “Fluorescent Penetrant Inspection” on the crankcase according to
instructions in Section 15-4, paying particular attention to the forward crankcase
bearing support and adjacent structure.
7. Inspect the remainder of the engine according to the “Overhaul Inspection and
Repair” instructions in Chapter 15.
8. Perform the aircraft inspections required by the airframe manufacturer.
9. Inspect all engine accessories according to the manufacturer's instructions.
10. Replace all bushings, end plates, snap rings, connecting rod nuts and bolts,
regardless of condition.

31 October 2011
11. Assemble the engine according to instructions in Chapters 16 and 17, replacing
items identified in the Section C-2.3, “100% Parts Replacement Requirements” and
Section C-2.4, “Mandatory Overhaul Replacement Parts.”
6-5.2. Hydraulic Lock Inspection
Hydraulic lock occurs when fluid accumulates in the induction system or the cylinder
assembly. The fluid restricts piston travel during the compression stroke. Engine damage
occurs when the other cylinders fire, forcing the piston in the fluid filled cylinder through
the compression stroke. Engine damage from hydraulic lock can be extensive due to the
high stresses generated, which can adversely affect connecting rods, pistons, cylinder
assemblies, piston pins, the crankcase, and crankshaft. Hydraulic lock may occur because
of any of the following:
• Improper maintenance of the cylinder fuel drain lines
• Improper starting procedures
• Failure to properly remove preservative oil from an engine returned from storage
WARNING
Do not operate the engine if hydraulic lock is suspected.
1. Remove the engine from the aircraft according to instructions in Section 5-1.
2. Disassemble the engine and remove all cylinders and connecting rods according to
instructions in Chapters 12 and 13.
3. Perform a “Connecting Rod Magnetic Particle Inspection” according to the
instructions in Section 15-5.1 and “Connecting Rod Dimensional Inspection”
according to Section 15-6.2.1. If all connecting rods pass the inspection criteria,
proceed to step 5, otherwise continue with the step 4.
NOTE: Destroy the stressed parts to prevent future installation.
4. If any connecting rod fails the inspection criteria, disassemble the engine completely
according to Chapter 12 and 13. Clean the crankcase, cylinders and pistons
according to instructions in Chapter 14. Perform Magnetic Particle, Fluorescent
Penetrant and Ultrasonic Inspections, as appropriate, on the crankshaft, crankcase
and cylinder parts. Perform the dimensional inspections for the crankcase and
crankshaft according to Chapter 15 instructions. Replace any part which fails the
inspection criteria and destroy the faulty part(s).
5. Reassemble the engine according to Chapters 16 and 17 and perform the "Post-
overhaul Testing" according to instructions in Chapter 18.

31 October 2011
6-5.3. Engine Overspeed Inspections
Operating an engine beyond its capacity can damage the engine and result in subsequent
engine failure. Engine overspeed severity is divided into three categories in Table 6-9:
Table 6-9. Overspeed Categories
Category Engine Speed
CAT I Rated Full power RPM to 3000 RPM
CAT II 3000-3300 RPM
CAT III Over 3300 RPM
NOTE: Rated RPM limits for aircraft equipped with digital RPM
measuring equipment may be adjusted to include a +2% deviation for
normal operations. Any operation beyond the rated RPM limit plus the
2% deviation must follow the inspection criteria.
6-5.3.1. Category I Overspeed Inspection
If the duration of the overspeed event is less than ten seconds, no action is required. If the
overspeed event persists longer than 10 seconds, land the plane and perform the following
inspection:
Procedure
1. Drain oil and inspect for debris. Remove the oil filter (or screen) and inspect the
filter element for debris.
2. Remove the rocker covers and inspect the following for damage or debris:
a. Valves
b. Springs
c. Rocker arms
d. Tappets
e. Spring retainers
f. Pushrods
3. Inspect components using the service limits in Chapter 10 “Non-Overhaul Repair
and Replacement”; repair and assemble the engine components according to
instructions Chapters 15-18.
4. Check accessory drives for excessive backlash.
5. Service the engine with new oil and oil filter according to instructions in Section 6-
3.8.
6. If no discrepancies are noted, repeat step 1 after five hours of accumulated flight.

31 October 2011
6-5.3.2. Category II Overspeed Inspection
If the overspeed event duration is less than ten seconds, no action is required. If the
overspeed event lasts longer than 10 seconds, land the plane and perform the following
inspection:
Procedure
1. Complete Category I inspection and service requirements.
2. Remove all cylinder assemblies, including pistons and rods.
3. Replace all connecting rod nuts and bolts. Inspect remaining components using
service limit tolerances in Chapter 10 “Non-Overhaul Repair and Replacement”of
this manual and assemble the engine according to instructions in Chapters 16 and
17.
6-5.3.3. Category III Overspeed Inspection
Overspeed conditions in this category are considered extreme. Category III overspeed
cases must be evaluated based on factors at the time of the incident. A service
representative (see “Contact Information” in Section 1-3) will assist in determining
required actions to return the engine to an airworthy service condition.
Procedure
1. Remove the engine and clearly identify the reason for removal:
"Removed for excessive overspeed"
2. Perform a complete engine overhaul. Replace the following without regard to
overhaul inspection limits:
a. connecting rods
b. connecting rod bolts and nuts
c. all valve train components
6-5.4. Lightning Strike Inspection
Procedure
1. Remove the engine according to instructions in “Engine Removal & Installation”
Section 5-1.
2. Disassemble the engine according to instructions in Chapter 12 and 13.
3. Inspect the engine for arcing and heat damage to the crankshaft rod journals, main
journals, camshaft lobes, bearings, gear teeth, and all other hardened surfaces.
Perform a “Magnetic Particle Inspection” according to instructions in Section 15-5
and degauss all steel parts of the engine during the inspection.
4. Perform dimensional inspections on the remaining parts according to Chapter 15
using to the Service Limits in Chapter 10. Replace all non-conforming parts.
5. Reassemble the engine according to instructions in Chapter 15-18.

31 October 2011
6-5.5. Contaminated Fuel System Inspection
Engines described in this manual are certified for operation with 100 Green or 100-LL
Blue aviation fuels. If the fuel tanks are filled with an improper grade of fuel the engine is
not operated with the improper grade of fuel, purge the fuel tanks according to the aircraft
maintenance manual instructions. If the engine is operated with an incorrect grade of
aviation fuel or jet fuel:
Procedure
1. Do not fly the aircraft.
2. Drain and purge the aircraft fuel system according to the aircraft manufacturer's
instructions.
3. Disassemble, clean, and inspect the engine according to Chapters 11-15 instructions.
Replace any cylinder, piston, piston pin, connecting rod or crankshaft exhibiting
signs of detonation.
4. Reassemble and test the engine according to instructions in Chapters 15-18.
6-5.6. Foreign Object Contamination Inspection
Foreign Object Damage (FOD) occurs when material that wasn't included in the original
design contacts (internally or externally) and contaminates the engine. FOD can increase
friction, prohibit normal distance of travel, block oil passages, accelerate wear on contact
surfaces or cause immediate catastrophic failure of components or the entire engine. FOD
may be caused by external elements (i.e. sand, grit or metal shavings) or debris from
fractured internal components such as an improperly torqued fasteners.
WARNING
Exercise strict housekeeping standards when performing
aircraft and engine maintenance. Inventory tools before and
after performing maintenance. When replacing engine parts,
remove all remnants (safety wire, gasket material, o-rings,
fragmented parts, etc.) of the removed part from the engine
before installing the new part.
Procedure
1. Drain the engine oil and remove the oil sump from the crankcase.
2. Conduct a thorough inspection of the oil sump, crankcase, crankshaft, camshaft,
cylinder walls and pistons for the presence of, or damage caused by foreign objects.
a. If damage is discovered or any portion of the foreign material is not accounted
for: disassemble, clean, inspect, repair and assemble the engine according to
instructions in Chapters 12-15 using the service limits in Chapter 10.
CAUTION: Continental Motors recommends engine disassembly
and thorough inspection of the entire engine before assembly and
return to service following a foreign object contamination event.
Minimum inspection requirements are provided in step b if the
owner/operator determines no foreign material remains in the

31 October 2011
engine and elects to not perform a complete inspection. Continental
Motors assumes no responsibility for engine operation or
airworthiness after a contamination event.
b. If 100% of the foreign material is retrieved from the oil sump and no further
material is discovered, clean the sump according to instructions in Chapter 14;
install the oil sump, service the engine oil and return the engine to service. Per-
form the next three oil changes at ten hour intervals to confirm lack of foreign
material in the oil.
3. Correct discrepancies discovered during the inspection. Do not return the engine to
service until the contamination is eliminated and appropriate repairs are made to
correct any discrepancies discovered during the inspection.
6-6. Inspection Checklists
Inspection checklists are included as a convenient record of inspection progress and
findings. Using a copy of the form ensures a blank form will be available for the next
scheduled inspection. When an inspection is due, make a copy of the inspection checklist
to record inspection progress and findings while following the steps in the inspection
procedures. The checklists are not designed to replace the procedures; only augment them.
File the completed checklists in the aircraft logbook.
The following Inspection Checklists are included in this section:
“Engine Operational Checklist”
“25-Hour Initial Operation Inspection Checklist”
“50-Hour Engine Inspection Checklist”
“Cylinder Inspection Checklist”

31 October 2011
Table 6-10. Engine Operational Checklist

Aircraft Make & Model: Aircraft Registration #:
Engine Model: Engine Position: Left Right Front Rear
Engine Serial Number: Engine Total Time: New 

Overhaul 
Date Location: Elevation: Outside Air Temp.: Altitude:
Operational Check
RPM ECU Channel Check MAP EGT Cylinder Head Temp °F Oil
Static WOT L R Drop/Spread Spec Actual 1 2 3 4 PSI °F
Adjustments
IDLE Fuel Pressure (psi) Full Power Fuel Pressure (psi) Oil
Adjustments Adjustments Pressure Temp. Adjustments
Spec Actual Spec Actual
CW CCW CW CCW PSI °F CW CCW
Flight Check Data

Pressure
Altitude EGT °F CHT °F
RPM WOT Set altimeter to 29.92” Spec Actual Spec Actual
Fuel Pressure Oil PSI Oil Temp. °F Indicated Airspeed

Spec Actual Spec Actual Spec Actual Nautical M.P.H. (knots)
Remarks:
Signature:

31 October 2011

31 October 2011
Table 6-11. 25-Hour Initial Operation Inspection Checklist

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

“Visual Inspection” (Section 6-3.6)
Check Oil Consumption (Section 6-3.2)
Collect an oil sample and submit to laboratory for
spectrographic analysis. (Section 6-3.8.4 and Section
6-3.8.5)
“Induction System Inspection” (Section 6-4.13)
Change Engine Oil and Filter (Section 6-4)
Engine Run (Section 7-3.2)
• Idle RPM:
• Idle Mixture Cutoff Rise
• Acceleration
Remarks:
Approval Block:
Checklist Page 1 of 1

31 October 2011

31 October 2011
Table 6-12. 50-Hour Engine Inspection Checklist

“Engine Operational Check”(Section 6-3.7)
Oil Consumption and Trend Monitoring
Oil Analysis Profile Established? (Section 6-3.8.4)
Oil Analysis Laboratory used?
Date of last oil sample analysis:
Silicone content of last sample:
Oil consumption quantity noted during oil change:
Is oil consumption excessive?  Yes No

Oil and Filter Change (Section 6-3.8)
“FADEC Backup Battery Inspection” (Section 6-4.5)
“Cylinder Drain Inspection” (Section 6-4.9)
“Throttle Position Switch Inspection” (Section 6-4.10)
“Engine Operational Check” (Section 6-3.7)
Remarks:
Approval Block:

31 October 2011

31 October 2011

Is oil consumption excessive?  Yes No

Accessory Mounting and Security Inspection (Step 18 in
Section 6-3.6)
“Cylinder Inspections”(Section 6-4.3) using the Cylinder
Inspection Checklist (Table 6-15 on page 6-85)
“Crankcase Inspection”(Section 6-4.4)
“Fuel System Inspection” (Section 6-4.6)
“Engine Gauge Inspection” (Section 6-4.7)
“Engine Control Linkage Inspection” (Section 6-4.8)
“Ground Strap Continuity Test” (Section 6-4.11)
“Engine Mount Inspection” (Section 6-4.12)
Page 1 of 2

31 October 2011
“Ignition System Inspection” (Section 6-4.14)
Remarks:
Approval Block:

31 October 2011


Is oil consumption excessive?  Yes  No

Accessory Mounting and Security Inspection (Step 18
in Section 6-3.6)
“Cylinder Inspections”(Section 6-4.3) using the
Cylinder Inspection Checklist (Table 6-15 on page 6-
85)
“Crankcase Inspection”(Section 6-4.4)
“Fuel System Inspection” (Section 6-4.6)
“Engine Gauge Inspection” (Section 6-4.7)
“Engine Control Linkage Inspection” (Section 6-4.8)
“Ground Strap Continuity Test” (Section 6-4.11)
“Engine Mount Inspection” (Section 6-4.12)
“Ignition System Inspection” (Section 6-4.14)
“Alternator Inspection” (Section 6-4.15)

31 October 2011
Page 1 of 2
Remarks:
Approval Block:

31 October 2011
Table 6-15. Cylinder Inspection Checklist

Complete a visual inspection of the cylinder exterior and
power stroke areas for signs of cracks, leaks, rust or
pitting (Section 6-4.3.1).
Cylinders
1 2 3 4
   
Complete a visual inspection of the cylinder head barrel,
fins, ports and bosses for evidence of fuel oil or soot
(Section 6-4.3.1)
Cylinders
1 2 3 4
   
Inspect the cylinder to crankcase mounting deck for
visible signs of RTV sealant (Section 6-4.3.5).
Cylinders
1 2 3 4
   
Differential Pressure Check (Section 6-4.3.2)
Baseline Master Orifice Reading Calibration:
Cylinders
1 2 3 4
NOTES:
Page 1 of 3

31 October 2011

Cylinder Borescope Findings (Section 6-4.3.4)
Place a check mark in the column of any cylinder exhibiting the characteristics described in the left column.
Condition 1 2 3 4
Normal Wear.    
Light Rust (acceptable in absence of excessive oil
consumption or leaks)    
Small areas of heavy rust (less than ½ inch diameter)    
Heavy rust (greater than ½ inch)    
Pitting of on cylinder wall.    
Heavy wear    
Scoring    
Static seal leakage    
Other discrepancies    
Cylinder Inspection Summary
Place a check mark in the column of any cylinder exhibiting the characteristics described in the left column.
Cylinders exhibiting the following characteristics must be removed and repaired or replaced according to the
instructions in Section 10-7, “Engine Cylinder Maintenance.”
Condition 1 2 3 4
Heavy rust, characterized by pitting of the cylinder wall    
Scoring or scratches in the honed surface of the
cylinder wall (or bore)    
Blistered paint on the cylinder barrel/other evidence of
excessive wear and internal heat    
Cylinder subjected to overheating/ detonation/piston
scoring or piston pin damage to the cylinder bore.    
Cylinder with radial fin crack extending to the root of a
fin    
Page 2 of 3

31 October 2011

Cylinder with barrel fin crack    
Cylinder head turned in relation to barrel flange    
Heavy bore wear    
Cylinder leaks    
Low differential pressure/ excessive oil consumption    
Static seal leakage/head to barrel leakage, or crack in
head or barrel    
Inspection Follow-up
Check all column(s) that apply to the scope of inspection and repair.
Condition 1 2 3 4
Cylinder passed inspection    
Repaired Cylinder    
Replaced Cylinder    
Remarks:
Approval Block:
Page 3 of 3

31 October 2011

31 October 2011
Engine Operation
Chapter 7. Engine Operation
7-1. Introduction
This section contains IOF-240 engine operating instructions for engine configurations
conforming to the original FAA approved type design with fixed pitch propellers and
provides supplemental information to the Airplane Flight Manual (AFM) or Pilot's
Operating Handbook (POH) provided by the airframe manufacturer or supplemental type
certificate holder as required by the Federal Aviation Regulations (FAR) for aircraft
operating procedures.
This chapter contains IOF-240 engine ground operating instructions for maintenance
personnel:
• Engine Condition Indications
• Flight Prerequisites
• Normal Operation
• Emergency Operation
• Operation in Abnormal Environments
The FADEC System automatically controls fuel delivery and ignition timing. As a control
device, the system performs self-diagnosis to determine overall system status and conveys
this information to the pilot by various indicators on the HSA panel.
CAUTION: This section pertains to engine operations under various
operating conditions. Normal operations are presented first,
followed by emergency and abnormal operating conditions. The pilot
must read and thoroughly understand Section 7-4 and Section 7-5
prior to the occurrence of such conditions. Whenever abnormal
conditions arise, timely response is critical.
7-1.1. FADEC Primary and Secondary Power Switches
The pilot/operator must be aware of the functional differences between the two types of
FADEC power switches.
7-1.1.1. Momentary FADEC Power Switches
If the aircraft is equipped with momentary (spring-type on/off) FADEC power switches,
the primary and secondary power are automatically disconnected when the Ignition
Switch is OFF. (The Ignition Switch and the Primary and Secondary Power Switches are
electronically linked by relay circuits.) During engine operation, the Primary and
Secondary Power Switches are ON and go to the OFF position automatically when the
engine is shut down after the Ignition Switch is turned OFF.
NOTE: Primary and Secondary power may be momentarily interrupted
for operational checks.

31 October 2011
Engine Operation
7-1.1.2. Toggle-Type Manual FADEC Power Switches
CAUTION: Failure to turn the Secondary Power Switch to the OFF
position after engine shutdown will drain the aircraft backup battery.
A depleted backup battery cannot be satisfactorily recharged; it must
be replaced.
If the aircraft is equipped with conventional toggle-type manual FADEC power switches,
the pilot must manually toggle the Primary and Secondary Power Switches to the OFF
position to prevent backup battery discharge. There is no automatic disconnect feature in
this configuration. If the Secondary Power Switch is left ON after the engine is shutdown,
the battery will be drained of power.
7-1.2. FADEC Engine Condition Indications
Multiple FADEC indicator variations are available, two are depicted in this manual: a two-
lamp Health Status Annunciator (HSA) (Figure 7-1) and an HSA with battery condition
monitor (Figure 7-2) for configurations where a dedicated backup battery is used as a
Secondary Power Source.
Source, a battery condition monitor must be used.
Annunciator lamps are associated with a specific system condition. Illumination of a given
lamp indicates the associated condition has been detected and pilot response may be
necessary. Varying combinations of illuminated lamps may be observed.
Annunciator lamps on either type of HSA panel are either yellow for a degraded condition
or red for a system malfunction. Section 7-1.3.1 and Section 7-1.3.2, respectively, provide
brief descriptions of the HSA lamp indications. See Table 7-1 for descriptions of the
condition indicated by the annunciator lamps and required pilot response.
7-1.3. FADEC Fault Lamp Indications
WARNING
Illumination of a red FADEC annunciator light is a critical
condition indicating a potential for partial or total engine
power loss.
Illumination of a yellow FADEC annunciator lamp indicates a
fault in the FADEC system has occurred. A second fault could
result in partial or total loss of engine power.
FADEC annunciator lamps either on the HSA or the two-light indicator follow the
convention shown below:
• Yellow for degraded operation
• Red for a persistent fault or critical system failure
Regardless of the lamp function, follow the instructions in Table 7-6 for illumination of
the yellow or red FADEC annunciator lamps.

31 October 2011
Engine Operation
7-1.3.1. HSA Indications
The HSA or HSA with battery condition monitor indications table (Figure 7-1) define the
conditions that cause the annunciator lamps to illuminate on either type of HSA panel.
Refer to “FADEC Fault Lamp Indications”in Section 7-4.1 for required action.
FADEC FADEC
CAUTION WARN
Figure 7-1. Two Lamp HSA

7-1.3.2. HSA with a Battery Condition Monitor
The HSA with a Battery Condition Monitor (Figure 7-2) has the same lamps as the Two-
Lamp HSA plus three additional lamps: FUEL PUMP, EBAT FAIL, and PPWR FAIL.
These lamps provide indication of the fuel pump and battery power status.

Figure 7-2. HSA Panel with a Battery Condition Monitor
Table 7-1. HSA or HSA with Battery Condition Monitor Indications

HSA Panel Lamp Condition Action
1. Engine sensor failure or abnormal sensor Refer to Section 7-4.1, “FADEC Fault Lamp
indications Indications” for required action.
FADEC 2. Cylinder misfire or cylinder not firing
CAUTION 3. Cylinder not enabled (switch is OFF)
Multiple cylinders on the same ECU channel Refer to Section 7-4.1, “FADEC Fault Lamp
report a faulty condition. For example, Cylinder Indications” for required action.
FADEC 1 and 2 or 3 and 4, etc. This may indicate a loss
WARN of redundancy and This condition is more
significant than two cylinder faults on different
channels. Illumination of the FADEC WARN
lamp is always preceded and/or accompanied
by illumination of the FADEC CAUTION lamp.
Illuminates when the fuel system pressure has Illuminated on the ground - engine
FUEL fallen below a set level. This lamp is illuminated speed above IDLE:
when the engine is not running if the FADEC Increase engine speed to greater than 1200
PUMP Power (Primary and Secondary) is ON and the RPM
Ignition Switch is in either the L or BOTH Lamp extinguishes........ Normal Operation
positions, just after start-up, and occasionally at Lamp illuminated...... DO NOT TAKE OFF-
or slightly above idle RPM. verify the fuel system setup.
If the Boost Pump Mode Switch (BPMS) is set to Illuminated in Flight:
the AUTO position, the illuminated FUEL PUMP BPMS ..............................................AUTO
lamp indicates the FADEC System has activated Persistence may indicate a fuel system
the boost pump. The FADEC System will malfunction. Refer to Section 7-
automatically turn the boost pump OFF when 4.1, “FADEC Fault Lamp Indications.”
fuel pressure returns to the normal range.

31 October 2011
Engine Operation
Table 7-1. HSA or HSA with Battery Condition Monitor Indications
HSA Panel Lamp Condition Action
CAUTION: Should the aircraft lose primary electrical power while
the EBAT FAIL lamp is lit, back-up power may not be available or
back-up duration may be reduced.
NOTE: With a battery SPS, the EBAT FAIL may illuminate after engine
start-up if the aircraft battery is weak. Run the engine at moderate speed
to allow the aircraft's primary bus to charge the backup battery, which
may extinguish the lamp.
Illumination indicates a Secondary Power Illuminated on the ground:
Supply (SPS) fault condition. The charging FLIGHT IS PROHIBITED. Service the SPS.
EBAT current into the backup battery is too high, Illuminated in flight:
FAIL indicating a low charge or bad battery, or the Primary Power C/B................................ IN
wire charging the backup battery is not Secondary Power C/B ........................... IN
connected, or the primary power source is off or Secondary Power ............................... ON
has failed. Refer to Section 7-4.1, “FADEC Fault Lamp
Indications.”
WARNING
Normal engine operation will continue for only one hour from
the time the PPWR FAIL lamp illuminates.
NOTE: The PPWR FAIL lamp may illuminate after engine start-up if
the aircraft battery is weak. Running the engine at moderate speed while
on the ground may allow the alternator to charge the aircraft battery,
which should extinguish the lamp.
Illumination indicates the FADEC Primary Power Illuminated on the ground:
Supply has failed and, the SPS potential is FLIGHT IS PROHIBITED. Check the
PPWR higher than the primary bus or the primary FADEC power circuits.
FAIL power source is off or has failed. The FADEC Illuminated in flight:
system is drawing power from the SPS. Note the time of failure.
Primary Power C/B ............................... IN
Primary Power .................................... ON
Alternator C/B........................................ IN
ALT/GEN lamp ...................................OFF
Master Power Switch .......................... ON
Land As Soon As Practical
If the condition persists, refer to Section 7-
4.1, “FADEC Fault Lamp Indications.”

31 October 2011
Engine Operation
7-1.3.3. Engine Data Interface
The optional EDI collects and records engine data from the Serial Bus Controller
whenever engine speed is greater than 60 RPM. The data is recorded on a compact flash
memory card which can be removed and downloaded to a personal computer and
evaluated using the PowerLink Engine Diagnostic Software. The data can be used to
troubleshoot engine malfunctions, monitor engine life, or transmitted to a customer
service technician for troubleshooting guidance via the internet. This engine data can also
be viewed real-time using a personal computer equipped with a Universal Serial Bus (or
9-pin serial) port connected to the EDI via the PowerLink Interface using the PowerLink
Engine Diagnostic software.
In lieu of an EDI, the Engine Diagnostic Software will only collect real-time data from the
FADEC system through the six-pin FADEC serial data port (part of the Cabin Harness) in
the cabin.
Figure 7-3. Engine Data Interface
Table 7-2. EDI Status LEDs

Indicator Condition Description
OFF Not Recording
RED LED ON Recording Data
FLASHING Disk Failure
OFF Abnormal (EDI Failure)
GREEN LED ON Normal (Receiving data)
FLASHING No Data/Bad Data

31 October 2011
Engine Operation
7-2. Flight Prerequisites
If the engine is newly installed and/or has been repaired/overhauled, perform an “FADEC
Engine Operational Check Procedure” according to instructions in Section 6-3.7.6 prior to
releasing the engine for normal operation.
WARNING
The “Engine Operational Check” in Section 6 of the
Maintenance and Overhaul Manual, M-22 must be completed
on an engine that has been installed, inspected, repaired, or
overhauled before the aircraft can be released for normal
operation.
DO NOT FLY THE AIRCRAFT UNTIL ALL FLIGHT
PREREQUISITES HAVE BEEN MET.
NOTE: Environmental conditions (humidity), seasonal changes, and
engine usage influence susceptibility to corrosion. Engines that are flown
occasionally (less than one time per week) are more vulnerable to
corrosion under these conditions. The best method of reducing the risk of
corrosion is to fly the aircraft weekly for at least one hour. The owner/
operator is ultimately responsible for recognizing corrosion and taking
appropriate corrective action.
After successful completion of the Engine Operational Check, perform a Section 7-2.3
according to instructions in Section 7-2.3.
7-2.1. Oil Change Interval
NOTE: After the first 25 hours of operation, perform an oil change
according to the “Engine Oil Servicing” instructions in Chapter 6 of the
Maintenance and Overhaul Manual, M-22.
Regular oil changes at the interval prescribed in the “Engine Inspection and Maintenance
Schedule” in Table 6-1 will provide the lubrication necessary to avoid premature engine
wear. Oil change intervals are based on operation within normal parameters and should be
performed more frequently under extreme climate conditions.
7-2.2. Engine Fuel Requirements
WARNING
The engine is certified for operation with 100-LL Blue or 100
Green aviation fuels. If the minimum fuel grade is not
available, use the next higher grade. Never use a lower grade
fuel. The use of lower octane fuel may result in damage to, or
destruction of, an engine the first time high power is applied.
If the aircraft is inadvertently serviced with the incorrect grade of aviation fuel or jet fuel,
the fuel system must be completely drained and the fuel tanks serviced in accordance with
the aircraft manufacturer's recommendations. After the fuel system is decontaminated,
inspect the engine according to the “Contaminated Fuel System Inspection” instructions in
Section 6-5.5.

31 October 2011
Engine Operation
7-2.3. Flight Check and Break-In
An Operational Inspection and a normal preflight ground run-up in accordance with the
Airplane Flight Manual or Pilot's Operating Handbook (AFM/POH) must be completed
before the A&P mechanic can approve the airplane for a Flight Check. A Flight Check is
required after engine installation, inspection, repairs, or adjustments. Follow these
parameters for the first 25 hours of operation to complete the recommended break-in for
Continental Motors engines.
New and factory rebuilt Continental Motors engines are adjusted to meet uninstalled
engine specifications in a test cell prior to shipment. A flight check ensures the engine
meets operational specifications after installation in the airframe, prior to release for
normal service. The recommended break-in period for Continental engines is 25 hours.
Adhere to the following instructions and the “Engine Specifications and Operating
Limits” in the Chapter 2.
CAUTION: High power ground operation resulting in cylinder and
oil temperatures exceeding normal operating limits can be
detrimental to cylinders, pistons, valves, and rings.
1. Start the engine according to the “Engine Start” instructions in Section 7-3.2.
2. Conduct a normal ground run-up and take-off according to Section 7-3.3, “Ground
Run-up” , Section 7-3.4, “Taxi Preparation” and Section 7-3.5, “Take-Off.”
3. Monitor the following engine instrument panel indications: a) engine RPM, b)
FADEC HSA, c) fuel flow and pressure, d) oil pressure and temperature, e) cylinder
head temperature and f) exhaust gas temperature.
4. Reduce the engine speed to climb power according to the AFM/POH instructions.
Maintain a shallow climb attitude to achieve optimum airspeed and cooling airflow.
5. At cruise altitude:
a. Maintain level flight cruise at 75% power with best power or richer mixture for
the first hour of operation.
b. For the second and subsequent hours of flight, alternate cruise power settings
between 65% and 75% power with appropriate best power mixture settings.
WARNING
Avoid long descents at high RPM and low manifold pressure to
prevent undesirable engine cooling. If power must be reduced
for long periods or if outside air temperature is extremely cold,
increase drag to maintain engine power without gaining excess
airspeed. Do not permit cylinder head temperature to drop
below 240°F (115°C).
6. Descend at low cruise power settings. Avoid long descents or descents at cruise
power RPM with manifold pressure below 18 in. Hg. If necessary, reduce engine
RPM to the lower limit of the specified operating range to maintain sufficient
manifold pressure. Carefully monitor engine instrumentation to maintain levels
above the minimum specified cylinder head temperature and oil temperature.

31 October 2011
Engine Operation
7. Correct any discrepancies prior to releasing the aircraft for service.
Table 7-3. IOF-240 Flight Check Limits
Item Engine Model Specification
Full Throttle Speed ± 25 RPM 2800 RPM
Minimum Idle Speed ± 25 RPM 700/850 RPM (propeller dependent)
Rated Manifold Pressure 29.5 in. Hg
Engine Inlet Air Temperature Ambient
Engine Intake Air Pressure Ambient
Fuel Grade (Octane) 100-LL Blue or 100 Green
Fuel Pump Pressure at Idle Speed 32.2 psia ± 2 psi @850 RPM
Fuel Pump Pressure at Full Throttle 56.7 psia -2/+5 psi @2800 RPM
Maximum Oil Temperature Limit 240°F (116°C)
Oil Pressure Maximum (Cold Oil) 100 psig
Minimum Oil Pressure at Idle 10 psig at or below 200°F (93°C)
Oil Sump Capacity (quarts) 6
Crankcase Pressure1 (Max) 4.0 in. H2O
Ignition Timing2 Variable
3 460°F (238°C)
Cylinder Head Temperature Maximum
0.006 x (rated power of engine) x (%power at which
Oil Consumption measured/100) x (hours duration) = oil consumed
1 quart of oil = 1.875 lbs
1. A sudden increase in crankcase pressure during which the liquid in the manometer fluctuates rapidly typically indicates sticking piston
rings. Before removing cylinders, investigate the breather and manometer. Refer to “Excessive Crankcase Pressure” in Section 8-11.1.
2. Engine timing is constantly monitored and adjusted by the FADEC system and cannot be verified by conventional means.
3. Measured with bayonet thermocouple

31 October 2011
Engine Operation
7-3. Normal Operation
Information in this section supplements instructions for normal operation found in the
AFM/POH. Adhere to the aircraft AFM/POH operating procedures.
WARNING
Before flying the aircraft, ensure all “Flight Prerequisites”in
Section 7-2 have been completed, in addition to the aircraft
manufacturer's instructions found in the AFM/POH.
Operation of a malfunctioning engine can result in additional
damage to the engine, bodily injury or death.
Supplemental instructions for normal operation in this section are:
• Operational Requirements
• Engine Start
• Engine Run-up Before Take-off
• Taxi Preparation
• Take-off
• Climb/Ascent
• Cruise
• Descent
• Landing
• Engine Shutdown
7-3.1. Operational Requirements

1. Check oil level; verify quantity is with specified limits.
2. Verify oil fill cap and gauge rod (dipstick) are secure.
3. Drain all fuel sumps and strainers in accordance with airframe manufacturer's
recommendations.
4. Check the fuel system according to the Pilot's Operating Handbook (POH) and
verify compliance with Section 7-2.2, “Engine Fuel Requirements.”
5. Check propeller and propeller hub for cracks, oil leaks, and security.
6. Check engine nacelle for signs of damage, leaks, and debris.

31 October 2011
Engine Operation
7-3.2. Engine Start
Refer to the aircraft POH for detailed engine starting procedures. Complete Section 7-
3.1, “Operational Requirements” prior to engine start. Be familiar with the quantity and
location of the engine fuel system drains.
WARNING
Do not attempt to start an engine with an over-primed or
flooded induction system. Starting an engine with a flooded
induction system can result in hydraulic lock and subsequent
engine malfunction or failure. Allow excess fuel to drain from
the induction manifold and/or cylinder prior to attempting to
start the engine.
CAUTION: Attempting to start an engine with a partially discharged
aircraft battery may result in damage to the starter relay or possible
engine kick-back resulting in a broken starter adapter clutch spring.
When starting the engine, ensure the primary battery and secondary power source are
completely charged, especially in sub-freezing temperatures. Verify the tasks listed in
Table 7-2, “Flight Prerequisites,” have been completed in addition to those required by the
aircraft POH, aircraft manufacturer, or Supplemental Type Certificate (STC) holder. Note
the following:
• If the engine is being started in extreme cold, preheating may be required. Refer to
Section 7-5.1, “Engine Operation in Extreme Cold.”
• If the engine is started in hot weather, refer to Section 7-5.2, “Engine Operation in Hot
Weather.”
• If the engine is being started at high altitude, refer to Section 7-5.3, “Ground Operation
at High Density Altitude.”
1. Fuel Selector Valve ....................................................BOTH or fullest tank

2. Primary and Secondary Power circuit breakers.........ON
3. FADEC Primary Power Switch .................................ON
4. BPMS.........................................................................AUTO
5. FADEC Secondary Power Switch .............................ON
RESULT: FADEC CAUTION and WARN lamps are ON. The FUEL PUMP, EBAT
FAIL and PPWR FAIL lamps may be illuminated.
6. Ignition Switch...........................................................R
RESULT: FADEC CAUTION lamp is ON and FADEC WARN lamp is OFF. The
EBAT FAIL and PPWR FAIL lamps may be illuminated.
7. Ignition Switch...........................................................L
FUEL PUMP, EBAT FAIL and PPWR FAIL lamps may be illuminated.

31 October 2011
Engine Operation
8. Ignition Switch...........................................................BOTH
FUEL PUMP, EBAT FAIL and PPWR FAIL lamps may be illuminated.
9. Throttle.......................................................................START Position
WARNING
before starting the engine.
CAUTION: If the engine is hot, engage starter first, then turn on the
auxiliary fuel pump as instructed by the airframe manufacturer.
Release the start switch as soon as the engine fires. Never engage the
starter while the propeller is turning. If the starter has been engaged
for 10 seconds and the engine has not started, release the start
switch and allow the starter motor to cool for three to five minutes
before another starting attempt.
10. Ignition Switch...........................................................START (10 seconds)/RELEASE
RESULT: FADEC CAUTION and FADEC WARN lamps are OFF. Starter engages
to turn crankshaft and start engine.
CAUTION: Engine operation without oil pressure will result in
engine malfunction and probable failure. Oil pressure indication
must be observed within 30 seconds in normal weather. If no oil
pressure is noted, stop the engine and investigate the cause.
NOTE: Check oil pressure frequently. Oil pressure indication must be
noted within 30 seconds in normal weather. If no oil pressure is observed,
stop the engine and investigate the cause.
11. Throttle.......................................................................IDLE
RESULT: Check engine instruments. Oil pressure and temperature rises to operating
levels. Maintain IDLE RPM until oil pressure is within normal range and oil
temperature rises above 75°F. FADEC CAUTION and FADEC WARN are OFF.
12. Throttle.......................................................................1000-1300 RPM
13. Engine Gauges ...........................................................No abnormal conditions
14. Voltmeter....................................................................≥ charging system voltage
15. Ammeter ....................................................................Charging
RESULT: FADEC CAUTION and WARN lamps are OFF. Engine instrument
indications are in normal range. FADEC CAUTION and FADEC WARN lamps are
OFF. If no discrepancies are noted, proceed with Section 7-3.3, “Ground Run-up.”

31 October 2011
Engine Operation
7-3.3. Ground Run-up
WARNING
Flight is prohibited if any HSA Annunciator lamp is
illuminated. Determine the cause and correct prior to flight.
Refer to Section 7-1.2, “FADEC Engine Condition Indications”
and Section 7-4.1, “FADEC Fault Lamp Indications.”
Troubleshoot FADEC System malfunctions according to
instructions in Chapter 8 of the Maintenance and Overhaul
Manual (M-22).
CAUTION: DO NOT operate the engine above 1000 RPM unless the
oil temperature is at least 75°F (24°C) and the oil pressure is within
the 30-60 psi range. Operating the engine above idle before reaching
minimum oil temperature may cause a loss of oil pressure and
engine damage.
1. Maneuver aircraft nose into wind
2. Fuel Selector ..............................................................ON, Fullest Tank or BOTH
3. Oil Temperature .........................................................Normal Operating Range
4. Throttle ......................................................................Advance to 1200 RPM
5. Alternator ...................................................................According to POH
6. Cowl Flaps .................................................................FULL OPEN (if equipped)
7. Complete the “FADEC Power and Channel Check” in Section 7-3.3.1.

31 October 2011
Engine Operation
7-3.3.1. FADEC Power and Channel Check
1. Throttle.......................................................................1700 RPM
NOTE: Limit ground operation to time necessary to conduct run-up and
taxi preparation inspections.
If the Ignition Switch is inadvertently left in the R or L position for more

than 30 seconds, the FADEC WARN light will illuminate. Return the
Ignition Switch to the BOTH position to clear the malfunction.
The maximum allowable RPM drop spread between Channel A and B is

75 RPM. If the RPM drop or RPM drop spread is greater than the
specified limits, troubleshoot according to instructions in Chapter 8 of the
M-22 Maintenance and Overhaul Manual.
2. Ignition Switch...........................................................R
RESULT: Maximum RPM drop is 150 RPM. FADEC CAUTION lamp is ON.
RESULT: RPM returns to normal. FADEC CAUTION and WARN lamps are OFF.
4. Ignition Switch...........................................................L
RESULT: Maximum RPM drop is 150 RPM. FADEC CAUTION lamp is ON.
5. FADEC Enable B .......................................................BOTH
RESULT: RPM returns to normal. FADEC CAUTION and WARN lamps are OFF.
6. FADEC Primary Power Switch..................................Toggle OFF/ON
dedicated backup battery is used as a Secondary Power Source, the PPWR FAIL
lamp will come ON then OFF. The EBAT FAIL lamp may come ON.
7. FADEC Secondary Power Switch..............................Toggle OFF/ON
dedicated backup battery is used as a Secondary Power Source, the PPWR FAIL
lamp will come ON then OFF. The EBAT FAIL lamp may come ON.
WARNING
Flight is prohibited if any HSA panel lamp (other than the Fuel
Pump below 1200 RPM) is illuminated. Determine the cause
and correct prior to flight. Refer to “FADEC Fault Lamp
Indications”in Section 7-1.3.
8. Throttle.......................................................................IDLE
9. Instrument Checkout ..................................................According to AFM/POH

31 October 2011
Engine Operation
7-3.4. Taxi Preparation
Before taxi/run-up, refer to the AFM/POH for detailed taxi preparation procedures
applicable to your aircraft. Check the following items:
CAUTION: DO NOT operate the engine above 1000 RPM unless the
oil temperature is at least 75°F (24°C) and the oil pressure is within
the 30-60 psi range. Operating the engine above idle before reaching
minimum oil temperature may cause a loss of oil pressure and
engine damage.
1. Maintain engine RPM between IDLE and 1000 for at least one minute or until oil
temperature exceeds 75°F (24°C).
2. Advance throttle slowly until tachometer indicates an engine speed of
approximately 1200 RPM. Allow additional warm-up time, depending on
temperature. This time may be used for taxiing to takeoff position.
3. If all items check properly, the engine is ready for take-off. Confirm compliance
with aircraft POH requirements for engine run-up and pre-flight checks.

31 October 2011
Engine Operation
7-3.5. Take-Off
1. Cowl Flaps .................................................................FULL OPEN (if equipped)
2. BPMS .........................................................................AUTO
WARNING
IF WOT indication is not illuminated when the throttle is
advanced to the FULL (Wide Open) position, DO NOT attempt
to take off. Maximum take off power may not be available.
3. Throttle.......................................................................Advance smoothly to FULL
RESULT: WOT indication is illuminated. Monitor engine gauges for:
CAUTION: Cylinder head and oil temperatures must never be
allowed to exceed limits. Near maximum temperatures should occur
only when operating under adverse conditions such as high power
settings, low airspeed, extreme ambient temperatures, etc. Take steps
to reduce temperatures as soon as possible. If excessive
temperatures are noted and cannot be explained, or if abnormal
cowl flap settings are required to maintain temperatures, inspect to
determine cause. Possible causes are broken or missing baffles,
inoperative cowl flaps, sticking oil temperature control unit, or
compromised fuel injectors. Faulty instruments or sensors may cause
erroneously high (or low) indications. Refer to the Chapter 8 in the
Maintenance and Overhaul Manual (M-22) for troubleshooting
procedures.
a. CHT .....................................................................240°F minimum
b. Oil Temperature...................................................75° minimum
c. HSA .....................................................................No Fault indications
7-3.6. Climb/Ascent
For climbing or ascent procedures at full power, supplement the AFM/POH with these
settings.
1. Throttle.......................................................................FULL OPEN
2. Cowl Flaps .................................................................Set to maintain CHT/Oil Temp
3. HSA............................................................................No Fault Indications
RESULT: Maintain wide open throttle setting until desired minimum altitude is
reached. Upon completion of climb, reduce power setting.

31 October 2011
Engine Operation
7-3.7. Cruise
The FADEC System has distinct cruise operating modes. Each operating mode has a
unique target fuel mixture suited for specific engine performance parameters. The cruise
operating mode FADEC chooses depends upon engine speed and power.
Table 7-4. Cruise Operating Mode Characteristics
Cruise Operating Mode Engine Speed (RPM) Range Fuel Mixture Setting
Best Power Acceleration Maximum power output
2450 - 2800
Deceleration
2800-2430
Best Economy Acceleration Best fuel efficiency (at the expense of maximum
2000 - 2450 power)
Deceleration
2450-1980
Stoichiometric 990-2000 Maximum efficiency with smooth ground operation
The following items are recommended, in addition to the aircraft manufacturer's
instructions:
1. Throttle.......................................................................CRUISE POWER SETTING

(up to 2550 RPM)
2. HSA ...........................................................................No fault indications
WARNING
If HSA annunciator lamps illuminate in flight, refer to the
Section 7-4.1, “FADEC Fault Lamp Indications.”
3. Oil Temperature .........................................................170°-220°F (77°-104°C)
NOTE: Fluctuation in fuel flow indication may be caused by vapor in the
fuel supply. If fuel flow fluctuation occurs, operate the Fuel Boost Pump
as recommended in the aircraft POH.
4. Cruise Oil Pressure ....................................................30 to 60 psig
7-3.7.1. Best Power/Best Economy Switch

The pilot is able to select between a best power or best economy mixture in the cruise
range using the cabin mounted BP/BE switch. Refer to Table 7-4 for valid engine speed
parameters and operating characteristics for the Best Power and Best Economy modes.

31 October 2011
Engine Operation
7-3.8. Descent
Supplement the AFM/POH with the following:
CAUTION: If engine speed exceeds the overspeed threshold, reduce
the throttle setting or decrease the aircraft rate of descent.
1. Throttle.......................................................................As required
2. HSA............................................................................No fault indications
WARNING
Avoid long descents at high RPMs or low manifold pressure to
prevent the engine from excessive cooling. If power must be
reduced for long periods, adjust the airplane attitude to obtain
desired performance If the outside air is extremely cold, it may
be desirable to add drag to maintain engine power without
gaining excess airspeed. Do not permit the cylinder
temperature to drop below 300°F (149°C).
3. CHT............................................................................300°-420°F (149°-216°C)
4. Oil Temperature ........................................................170°-220°F (77°-104°C)
5. Manifold Pressure ......................................................Above 18.5 in. Hg
6. Engine Gauges ...........................................................Normal Range
CAUTION: If engine speed approaches the upper limit of the
operating threshold during a descent, the pilot should either retard
the throttle, adjust the aircraft attitude, or a combination of both to
reduce the rate of descent and avert an overspeed incident.
Engine overspeed is defined as operating the engine in excess of the rated speed limits.
Operating an engine beyond its capacity can result in engine failure. The FADEC system
is designed to prevent engine overspeed however, overspeed can still occur in a “dive.”
FADEC’S engine overspeed control function is activated at programmed thresholds.
Table 7-5. Engine Speed Thresholds
Engine Speed (RPM)
Operation Overspeed Ignition Cutoff
Below 2800 2900 1
29692
1. At this speed, the FADEC System will aggressively lean the fuel mixture to reduce engine power. If engine speed continues to climb,
ignition timing will be retarded.
2. When this speed is reached, the FADEC System will sequentially discontinue ignition spark and fuel to each cylinder until no cylinders are
firing. This control action may produce noticeable engine vibration and HSA panel lamp indications
To counteract engine overspeed, FADEC simultaneously leans the mixture to the cylinders
and retards engine timing, thereby reducing power to control the overspeed condition. If
this action does not sufficiently reduce engine speed, the FADEC System discontinues
ignition and fuel to Cylinder 1 and successive engine cylinders until the engine speed is
within the rated speed tolerance. While FADEC takes these actions to avert the overspeed

31 October 2011
Engine Operation
condition, the engine may run roughly and may exhibit abnormal engine/airframe
vibration. This is not an indication of engine malfunction.
If engine overspeed continues uncorrected by the FADEC System for more than one
minute, land the plane and conduct an “Engine Overspeed” inspection according to the
Unscheduled Maintenance instructions in Chapter 6 of the Maintenance and Overhaul
Manual (M-22)
7-3.9. Landing
For landing and approach procedures, refer to the AFM/POH. In anticipation of a go
around and subsequent need for higher power, set:
CAUTION: Avoid rapid throttle movement to prevent manifold
pressure overboost. Smooth throttle movements allow the
turbochargers to keep pace with engine operating conditions.
1. Master Power Switch .................................................ON
3. Fuel Selector ..............................................................according to AFM/POH
4. BPMS.........................................................................AUTO
5. Throttle.......................................................................As required for approach
After Landing
7. Add the following settings and conditions to the aircraft POH after-landing
procedures.
a. Throttle ................................................................As required for safe taxi
b. Cowl Flaps (if equipped).....................................OPEN
c. HSA.....................................................................No fault indications
7-3.9.1. Balked Landing
Perform these steps, in addition to the applicable AFM/POH instructions.
1. Throttle.......................................................................Advance smoothly to FULL
2. Rate of Climb.............................................................As required
3. Engine Gauges ...........................................................Normal range

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Engine Operation
7-3.10. Engine Shutdown
1. Throttle.......................................................................IDLE
2. HSA............................................................................No fault indications
3. BPMS .........................................................................AUTO or OFF
4. Ignition Switch...........................................................OFF
5. FADEC Primary Power Switch..................................OFF
WARNING
If the Secondary Power Switch is left in the ON position after
engine shutdown, the aircraft's backup battery will discharge
and be drained of power. Be sure to turn the Primary and
Secondary Power OFF after engine shutdown.
6. FADEC Secondary Power Switch..............................OFF
7. Fuel Selector ..............................................................OFF
WARNING
Do not turn the propeller while the Ignition Switch is in the
BOTH, LEFT or RIGHT positions. Do not turn the propeller
on a hot engine even if the FADEC Ignition Switch is in the
OFF position. The engine could kick back as a result of auto-
ignition caused by a small amount of fuel remaining in the
cylinders. Auto-ignition could restart the engine and cause
serious bodily injury or death.

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Engine Operation
7-4. Emergency Operation
Information in this section supplements instructions for emergency operations found in the
aircraft POH. Perform the following engine-specific steps in addition to the POH
requirements when responding to emergency conditions.
If a malfunction should occur in-flight, certain remedial actions may eliminate or reduce
the severity of the condition. Some malfunctions which might occur are listed in this
chapter. Recommended corrective action is also included. However, no single procedure
will be applicable in every situation.
Thorough aircraft and engine familiarity are invaluable assets in assessing a given
situation and responding accordingly.
WARNING
Maintain control of the aircraft at all times. Do not stall the
airplane attempting to extend the gliding distance.
The following terms are used throughout Section 7-4
Land as Soon as Practical: Land at the nearest airport suitable for the aircraft.
Land at the best available landing area within aircraft gliding

Land as Soon as Possible: distance, following instructions in the AFM/POH
7-4.1. FADEC Fault Lamp Indications

FADEC annunciator lamps either on the HSA or the two-light indicator follow the
convention shown below:
• Yellow for degraded operation
• Red for a persistent fault or critical system failure
7-4.1.1. Red FADEC Annunciator lamp

WARNING
Illumination of a red FADEC annunciator light is a critical
condition indicating a potential for partial or total engine
power loss.
Regardless of the lamp function, follow the instructions in Table 7-6 for any illuminated
red FADEC annunciator lamp.

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Engine Operation
7-4.1.2. Yellow FADEC Annunciator lamp
WARNING
Illumination of a yellow FADEC annunciator lamp indicates a
fault in the FADEC system has occurred. A second fault could
result in partial or total loss of engine power.
Regardless of the lamp function, follow the instructions in Table 7-6 for any illuminated
yellow FADEC annunciator lamp.
Table 7-6. FADEC Fault Lamp Indications
Yellow FADEC Lamp Illuminated RED FADEC Lamp Illuminated
If on the ground and a yellow FADEC annunciator lamp If on the ground and the red FADEC annunciator lamp is
(other than Fuel Pump below 1200 RPM) is illuminated, illuminated, FLIGHT IS PROHIBITED. Determine cause
FLIGHT IS PROHIBITED. Determine cause and correct and correct prior to flight.
prior to flight.
If a yellow FADEC annunciator light illuminates during If the red FADEC annunciator lamp illuminates during
flight, the engine is smooth, and all other gauges and flight, immediately proceed to the nearest airport. Partial
indicators are normal; proceed with caution. Carefully or total loss of power is imminent. Be prepared for the
monitor engine gauges for unusual indications. potential of an emergency landing.
Determine direction and distance to the nearest alternate
airport while enroute and prepare for partial or total loss
of power.
If the engine is running roughly or any of the gauge If engine is rough, slowly modulating the throttle may
indications are abnormal, proceed as indicated in the yield a power setting for smoother operation.
column titled "Red FADEC Lamp Illuminated."
Monitor the engine instrumentation for high oil or cylinder
head temperatures. If high temperature indications are
present and power can be safely reduced, reduce power
and open the cowl flaps (if equipped), or if in climb,
reduce the rate of climb and increase airspeed.
7-4.2. Engine Fire on Ground during Start

WARNING
If fire is not extinguished immediately, evacuate the aircraft.
2. Throttle.......................................................................FULL FORWARD
3. Ignition Switch...........................................................START
4. BPMS .........................................................................OFF
5. Fuel Selector Valve ....................................................OFF
6. FADEC Primary Power Switch .................................OFF
7. FADEC Secondary Power Switch .............................OFF

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Engine Operation
7-4.3. Engine Fire during Flight
2. Throttle.......................................................................CLOSED
3. BPMS ........................................................................OFF
5. FADEC Primary Power circuit breakers....................OPEN
6. FADEC Secondary Power Switch ............................OFF
WARNING
The engine will shut off immediately upon execution of step 7.
7. FADEC Secondary Power circuit breakers................OPEN
8. Perform “Emergency Landing” procedure in Section 7-4.9.
7-4.4. Smoke in the Cabin
Isolate the source of the fire and/or smoke and Land As Soon As Possible.
NOTE: If the engine loses power after switching the Master Power
Switch OFF, proceed to step 4.
1. FADEC Primary Power Switch ................................OFF
2. FADEC Primary Power circuit breakers....................PULL (OPEN)
WARNING
Do not turn the FADEC Secondary Power Switch OFF
Do not open the FADEC Secondary Power Circuit Breakers
These actions will result in immediate loss of engine power
CAUTION: Note the time the PPWR FAIL lamp illuminates on the
HSA panel and the aircraft switches to the Secondary Power Supply
(SPS). Reserve power is limited to one (1) hour if the secondary
power supply is a battery.
NOTE: To verify power to the HSA panel, check the ammeter/voltmeter
for indication of discharging. If equipped, the PPWR FAIL lamp will
come ON.
3. Ventilate the cabin.
If smoke clears, go to step a. If smoke persists, go to step b.
a. Smoke Clears:
1) Electrical power consumers ...........................OFF
CAUTION: If significant discharge is noted after an ammeter check
for the Master Power Switch or smoke is observed return the Master
Power Switch to the OFF position.
2) Master Power Switch .....................................ON

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Engine Operation
3) FADEC Primary Power Switch .....................ON
or if smoke is observed, return the Primary Power to the OFF
position and PULL (OPEN) the Primary Power circuit breakers.
4) FADEC Primary Power circuit breakers .......ON (pushed in)
RESULT: Ammeter/voltmeter charging. PPWR FAIL lamp is OFF (if
equipped)
5) Electrical power consumers ...........................ON
RESULT: Check ammeter and cabin for recurrence of smoke with each
circuit.
6) Land As Soon As Practical
b. Smoke persists:
or if smoke is observed, return the Primary Power to the OFF
1) Master Power Switch......................................ON
RESULT: Check Ammeter for significant discharge.
2) FADEC Primary Power Switch .....................ON
3) Primary Power Circuit Breakers ....................CLOSED
RESULT: Check the Ammeter for significant discharge.
No lights on; ammeter/voltmeter indicates charging:
or if smoke is observed, return the Primary Power Switch to the OFF
4) FADEC Secondary Power Switch .................. OFF
5) Secondary Power Circuit Breakers ................OPEN
CAUTION: The FADEC Secondary Power Switch must remain OFF
during the remainder of the flight. The FADEC System will have no
backup power.
NOTE: If at any time during the remainder of the flight the engine ceases
to operate due to aircraft Primary Power failure, it may be necessary to
turn the FADEC Secondary Power Switch ON to continue engine
operation. However, turning this switch ON may result in recurrence of
cabin smoke.
6) Electrical power consumers ...........................ON
RESULT: Turn on essential circuits only. Check the ammeter and look for
recurrence of smoke.
7) Land As Soon As Practical
4. Perform the items listed below pertaining to the FADEC System.

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Engine Operation
a. Perform “In-Flight Restart” in Section 7-4.8, if necessary
b. Electrical power consumer circuit breakers .......OPEN
RESULT: Check the ammeter for significant discharge.
c. FADEC Primary Power Switch ..........................ON
d. FADEC Primary Power Circuit Breakers ...........CLOSED
RESULTS: Check the ammeter for significant discharge. PPWR FAIL lamp is
NOT ON; ammeter/voltmeter charging.
e. FADEC Secondary Power Switch ......................OFF
f. FADEC Secondary Power Circuit Breakers .......OPEN
CAUTION: Keep the FADEC Secondary Power Switch circuit
breaker OFF during the remainder of the flight; the FADEC System
is without backup power.
NOTE: If at any time during the remainder of the flight the engine ceases
to operate due to aircraft Primary Power failure, it may be necessary to
turn the FADEC Secondary Power Switch ON to continue engine
operation. However, turning secondary power ON may result in
recurrence of cabin smoke.
g. Electric power consumers ..................................ON (individually as required)
RESULT: Turn on power consumers individually as required. Check the
ammeter and look for recurrence of smoke.
h. Land As Soon As Practical

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Engine Operation
7-4.5. In-Flight Primary Alternator Failure
1. Ammeter ...................................................................Check
WARNING
Do not turn the FADEC Secondary Power Switch OFF
Do not open the FADEC Secondary Power Circuit Breakers
These actions will result in immediate loss of engine power
CAUTION: Note the time the engine transitions to Secondary Power
Supply (SPS) operation e.g. from the time the PPWR FAIL lamp
illuminates on the HSA panel. The reserve power is limited to one
hour if the secondary power supply is a battery.
If the primary alternator cannot be brought online, the FADEC

System will draw power from the SPS once the aircraft's primary
battery discharges to a level near or below the SPS.
3. FADEC Primary Power Circuit Breaker ....................OPEN
RESULTS: Check the ammeter/voltmeter for indication of discharging. If a
dedicated backup battery is the Secondary Power Source, PPWR FAIL lamp will
come ON.
4. If engine roughness in noted, close the FADEC Primary Power Circuit Breaker and
turn the FADEC Primary Power Switch ON
5. If alternator operation is recovered:
a. FADEC Primary Power Switch ...........................ON
b. FADEC Primary Power Circuit Breakers............PUSH IN (CLOSED)
6. Land As Soon As Practical

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Engine Operation
7-4.6. Engine Power Loss While Cruising
1. Fuel Selector Valve ....................................................FULLEST TANK or BOTH
2. BPMS.........................................................................AUTO
3. Alternate Air .............................................................OPEN
RESULT: Wait two to five seconds after removing power from the FADEC system
to reset the FADEC system.
NOTE: If engine roughness is noted, adjusting the throttle position may
provide smoother engine performance.
9. Throttle.......................................................................Sweep
Slowly sweep the throttle through full range of travel for a position that provides best
performance. If no improvement: reduce throttle to minimum required power and
Land As Soon As Possible.
7-4.7. Engine Power Loss After Takeoff

1. Throttle ......................................................................FULL
2. Fuel Selector Valve ...................................................FULLEST TANK or BOTH
3. BPMS ........................................................................AUTO
4. Alternate Air ..............................................................OPEN
5. Ignition Switch ..........................................................BOTH
WARNING
If adequate engine performance cannot be restored
immediately, prepare for an emergency landing; supplement
AFM/POH procedures with steps in Section 7-4.9.

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Engine Operation
7-4.8. In-Flight Restart
CAUTION: Do not shutdown an engine for practice or training
purposes. Whenever engine failure is simulated, do so by reducing
power.
A few minutes of 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,
consider descending to warmer air. Allow the engine to warm at
minimum RPM before continued flight operations.
7-4.8.1. In-Flight Restart with Propeller Windmilling
1. BPMS ........................................................................AUTO
6. Throttle.......................................................................Slowly increase from IDLE
NOTE: FADEC CAUTION and/or WARN lamps may be illuminated.
Engine does not restart:
Wait two to five seconds…

4. FADEC Secondary Power Switch..............................ON
6. Throttle.......................................................................Slowly increase from IDLE
After engine restart:
1. BPMS ........................................................................AUTO
2. Alternate Air ..............................................................CLOSE
Monitor and adjust controls to maintain oil temperature between 170°F and 220°F
(77°C to 104°C). Oil Pressure should be 30 and 60 psig. The HSA should have no
fault indications

31 October 2011
Engine Operation
7-4.8.2. In-Flight Restart with Propeller at Full Stop
2. Electrical equipment ..................................................OFF
3. FADEC Primary Power Switch ................................ON
4. FADEC Secondary Power Switch ............................ON
5. BPMS ........................................................................AUTO
7. Throttle.......................................................................¾-inch OFF IDLE STOP
If the engine does not restart:
1. FADEC Primary Power Switch ................................OFF
2. FADEC Secondary Power Switch ............................OFF
Wait two to five seconds…

4. FADEC Secondary Power Switch ............................ON
6. Throttle.......................................................................¾-inch OFF IDLE STOP
8. Throttle.......................................................................Sweep
Slowly sweep the throttle forward while the propeller is rotating.
After engine restart:
1. Electrical equipment ..................................................Return to ON, as required
2. BPMS.........................................................................AUTO
3. Alternate Air ..............................................................CLOSE

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Engine Operation
7-4.9. Emergency Landing
1. Throttle.......................................................................CLOSED
3. BPMS .........................................................................OFF
7-4.10. Precautionary Landing with Engine Power
A precautionary landing is required if:
• Continued flight would endanger airplane occupants
• The airplane has a mechanical malfunction
• The airplane has a persistent FADEC HSA fault indication
2. BPMS .........................................................................OFF
4. Master Power Switch .................................................OFF

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Engine Operation
7-4.11. High Cylinder Head Temperature
1. Cowl Flaps (if equipped) ...........................................OPEN
2. Airspeed .....................................................................Increase
If temperature cannot be maintained within limits, reduce power, Land As Soon As
Possible and have the malfunction evaluated prior to further flight.
7-4.12. High Oil Temperature
CAUTION: If these steps do not restore oil pressure to normal, an
engine failure or severe damage is imminent. Follow the AFM/POH
emergency instructions and Land As Soon As Possible.
NOTE: Increased oil temperature indications are accompanied by reduced
oil pressure. If oil pressure remains normal, a high temperature indication
may be caused by a faulty gauge or thermocouple. If oil temperature
drops as temperature increases, proceed as follows:
1. Cowl Flaps .................................................................OPEN
2. Airspeed .....................................................................Increase
3. Reduce Power if steps 1 and 2 do not lower temperature
7-4.13. Loss of Oil Pressure
WARNING
If oil pressure drops below 30 psi, engine failure is imminent.
Follow AFM/POH emergency procedures.
If the oil pressure drops suddenly from a normal indication of
30-60 psi, monitor temperature closely and Land As Soon As
Possible. Have the engine inspected prior to further flight.
1. Oil Temperature Gauge..............................................Check
RESULT: If Oil Temperature is less than 170°F (77°C) or greater than 220°F
(104°C), go to step 2. If Oil Temperature is between 170°-220°F (77°-104°C),
perform steps a-d:
Oil Temperature between 170°-220°F (77°-104°C)
a. Cowl flaps (if equipped)......................................OPEN
b. Throttle ................................................................Reduce power
c. Flight profile........................................................Adjust for level flight
d. Land As Soon As Practical
Oil Temperature less than 170° (77°C) or greater than 220°F
(104°C)
2. Land As Soon As Possible

31 October 2011
Engine Operation
7-4.14. Loss of Fuel Pressure or Fuel Flow
WARNING
If the BPMS must be left in the ON position to achieve normal
fuel pressure, Land As Soon As Practical.
1. BPMS ........................................................................AUTO
3. Check the Fuel Level according to the AFM/POH
7-4.15. Low Voltage
If the Ammeter indicates discharge and the voltmeter indicates low voltage, the FADEC
System will draw power from the Secondary Power Source (SPS).
WARNING
Note the time the aircraft began operating on the Secondary
Power Supply (SPS) The reserve power is limited to one (1)
hour if the secondary power supply is a battery.
1. Ammeter ....................................................................Check
RESULT: Ammeter discharging & PPWR FAIL lamp ON
7-4.16. Rough Engine Operation

Refer to the AFM/POH recommendations.
WARNING
If roughness is severe, or the cause cannot be determined,
engine failure may be imminent. Follow the AFM/POH
emergency procedures

31 October 2011
Engine Operation
7-5. Engine Operation in Abnormal Environments
The anticipated types of abnormal environments are:
• Extreme cold weather
• Extreme hot weather
• High density altitude ground operation
7-5.1. Engine Operation in Extreme Cold
Engine starting during extreme cold weather is generally more difficult. Cold soaking
causes the oil to become thicker (more viscous), making it difficult for the starter to crank
the engine which results in slow cranking speeds and an abnormal drain on the battery
capacity. At low temperatures, aviation gasoline does not vaporize readily, further
complicating the starting procedure.
WARNING
Over priming can cause a flooded intake resulting in a
“hydraulic lock” event and subsequent engine malfunction or
failure. If you over-prime (flood) the engine, make certain that
excess fuel has drained from the intake manifold and/or
cylinder prior to attempting engine start.
CAUTION: ALways use an external power source when attempting
to start aircraft engine in cold weather. Attempting to start an engine
with a partially discharged aircraft battery may result in damage to
the starter relay or possible engine kick-back resulting in a broken
starter adapter clutch spring and subsequent engine damage.
False starting (failure to continue running after starting) often results in condensation on
spark plug electrodes. This moisture can freeze and must be eliminated either by
preheating the engine or removing and cleaning the spark plugs.
If ambient temperature is below 35ºF (2ºC), perform the steps in Section 7-5.1.1, “Engine
Priming in Cold Weather” prior to attempting engine start. At ambient temperature
between 20° to 40ºF (-7°to 4°C), refer to Section 7-5.1.2.3, “Cold Weather Starting
Without Preheating.” Engine preheating and an auxiliary power unit (APU) are required to
facilitate engine starting during cold weather and when the engine has been exposed to
temperatures below 20ºF (-7°C) for more than 2 hours. Refer to Section 7-5.1.2.3, “Cold
Weather Starting Without Preheating” and the aircraft POH or Airplane Flight Manual for
specific instructions.
WARNING
Failure to properly preheat a cold-soaked engine may result in
oil congealing within the engine, oil hoses, and oil cooler with
subsequent loss of oil flow, possible internal damage to the
engine, and subsequent engine failure.
Superficial application of preheat to a cold soaked engine can
cause damage to the engine. An inadequate application of
preheat may warm the engine enough to permit starting but

31 October 2011
Engine Operation
will not decongeal oil in the sump, lines, cooler, filter, etc.
Congealed oil in these areas require considerable preheat. The
engine may start and appear to run satisfactorily, but can be
damaged from lack of lubrication due to the congealed oil
blocking proper oil flow through the engine. The amount of
damage will vary and may not become evident for many hours.
However, the engine may be severely damaged and may fail
shortly after application of high power.
Prior to operation and/or storage in cold weather, ensure the engine is serviced with the
correct viscosity oil for the ambient air temperature.
In the event of temporary cold weather operation, store the aircraft in a heated hangar
between flights. Service the oil sump as required with the specified oil grade according to
the “Engine Oil Servicing” instructions in Chapter 6 of the Maintenance and Overhaul
Manual (M-22).
7-5.1.1. Engine Priming in Cold Weather
Priming the fuel injection system prior to engine start enriches the fuel mixture and
improves the starting probability on the first attempt. Prime the engine before attempting
normal starting procedures whenever the ambient temperature is below 35ºF (2ºC).
WARNING
Over priming may cause a flooded intake resulting in a
failure. If you over prime, or flood your engine, ensure all fuel
has drained from the cylinder prior to attempting engine start.
NOTE: A prime shot is sent to the fuel injectors each time the FADEC
System senses a FADEC ENABLE signal. Additional prime shots may be
initiated by cycling the Ignition Switch from BOTH to OFF at five second
intervals.
7-5.1.2. Engine Preheating
CAUTION: Proper engine preheating procedures require thorough
application of preheat to all parts of the engine. Apply hot air
directly to the oil sump and external oil lines as well as the cylinders,
air intake, and oil cooler. Because excessively hot air can damage
non-metallic components such as seals, hoses, and drive belts, do not
attempt to hasten the preheat process.
The preferred method of preheating is to place the aircraft in a heated hangar for a
minimum of four hours prior to flight. Optional preheating methods are:
• A high volume combustion heater with ducts directed to the engine oil sump, cylin-
ders, and oil cooler; refer to “Engine Preheat with a Combustion Heater” instructions
in Section 7-5.1.2.1.
OR
• An engine mounted preheating system; refer to “Engine Preheat with an Engine-
Mounted Preheater” in Section 7-5.1.2.1.

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Engine Operation
7-5.1.2.1. Engine Preheat with a Combustion Heater
If a heated hangar is not available and the aircraft and engine have been exposed to
temperatures below 20ºF (-7ºC) for two hours or more, without an engine mounted
preheating system, use the following method:
1. Select a high-volume air heater.
NOTE: Small electric heaters inserted in the cowling opening do not
appreciably warm the oil and may result in superficial preheating.
2. Preheat all engine parts. Apply preheated air directly to the listed parts for at least 30
minutes:
a. Oil sump
b. Oil filter
c. External oil lines
d. Oil cooler
e. Cylinder assemblies
f. Air intake
3. Periodically feel the top of the engine for warmth. Apply heat directly to the
induction tubes and cylinders will promote vaporization and ease starting.
Alternately heat the sump and engine cylinders until engine start.
4. Start the engine immediately after completion of the preheating process. Since the
engine will be warm, follow the normal start instructions in Section 7-3.2.
CAUTION: If oil pressure is not indicated within 30 seconds, shut
down the engine and determine the cause. Operating the engine
without oil pressure may result in engine damage.
Do not close the cowl flaps in an attempt to hasten engine warm-up.

5. Operate the engine at 1000 RPM until some oil temperature is indicated.
a. Monitor the oil pressure closely. If necessary, retard the throttle to maintain oil
pressure below 100 psi. If oil pressure is less than 30 psi, or cannot be
maintained below 100 psi, shut the engine down and repeat the preheat process.
Do not close the cowl flaps to facilitate engine warm-up.
b. Monitor the oil temperature until it reaches at least 75°F (24°C).
CAUTION: Do not operate the engine at speeds above 1700 RPM
unless the oil temperature is at least 75°F (24°C) and indicated oil
pressure is between 30 and 60 psi.
6. Run the engine up to 1700 RPM; in 100 RPM increments to prevent oil pressure
from exceeding 100 psi.

31 October 2011
Engine Operation
WARNING
Operating the engine above 1700 RPM before reaching the
minimum oil temperature may result in engine malfunction,
engine failure, injury or death.
7. Cycle the throttle between 1000 to 1700 RPM several times to circulate warm oil
into the propeller dome.
CAUTION: Continually monitor oil pressure during run up.
8. When oil temperature reaches 100°F (38°C) and oil pressure does not exceed 60 psi
at 2500 RPM, the engine has been warmed sufficiently to accept full rated power.
7-5.1.2.2. Engine Preheat with an Engine-Mounted Preheater
WARNING
Do not leave an engine-mounted pre-heater system on for more
than 24 hours prior to flight. Continuous operation of engine-
mounted preheater systems may result in aggressive internal
engine corrosion.
If a heated hangar is not available and the aircraft and engine have been exposed to
temperatures below 20ºF (-7ºC) for two hours or more and has an engine-mounted
preheating system the following procedure may be used.
Engine mounted preheating systems should include individual cylinder head heater
thermocouples, oil sump heater pad and crankcase heater pad. The use of a nacelle blanket
will increase the effectiveness of engine preheating.
1. Follow the preheating system manufacturer's installation and operation instructions.
2. Begin preheating of the engine at least five (5) hours prior to expected departure. Do
not operate an engine preheating system continuously for more than 24 hours.
NOTE: The use of an approved thermal blanket or cover will help reduce
the effects of wind and cold air circulation when the aircraft is not stored
in a hangar. The preheating system manufacturer should have thermal
blankets available.
3. Start the engine immediately after completion of the preheating process using the
normal start procedure in Section 7-3.2.

a. Monitor the oil pressure closely. If necessary, retard the throttle to maintain oil
pressure below 100 psi. If oil pressure is less than 30 psi, or cannot be
maintained below 100 psi, shut the engine down and repeat the preheat process.
Do not close the cowl flaps to facilitate engine warm-up.

31 October 2011
Engine Operation
b. Monitor the oil temperature until it reaches at least 75°F (24°C).
CAUTION: Do not operate the engine at speeds above 1700 RPM
unless the oil temperature is at least 75°F (24°C) and the oil
pressure is between 30 to 60 psi.
5. Run the engine up to 1700 RPM; approach this RPM in increments to prevent oil
pressure from exceeding 100 psi.
WARNING
7-5.1.2.3. Cold Weather Starting Without Preheating
At ambient temperature between 20° to 40ºF (-7°to 4°C), perform the following:
CAUTION: Attempting to start your engine with a partially
discharged aircraft battery may result in damage to the starter relay
or possible engine kickback, resulting in a broken starter adapter
clutch spring.
1. Use an external power source or ensure the aircraft battery is fully charged.
2. Use the normal start procedure in Section 7-3.2 and the aircraft AFM/POH. Do not
overprime the engine.
WARNING
Overpriming can cause a flooded intake resulting in a
failure. If you over prime, or flood your engine, ensure excess
fuel has drained from the intake manifold and/or cylinder prior
to attempting engine starting.

4. Monitor the oil pressure closely. If necessary, retard the throttle to maintain oil
pressure below 100 psi. If oil pressure is less than 30 psi, or cannot be maintained

31 October 2011
Engine Operation
below 100 psi, shut the engine down and follow the preheat instructions to prevent
engine damage. Do not close the cowl flaps to facilitate engine warm-up.
5. Check the oil temperature; it should be at least 75°F (24°C).
CAUTION: In the next step, do not operate the engine at speeds
above 1700 RPM unless the oil temperature is at least 75°F (24°C)
and the oil pressure is between 30 to 60 psig.
6. Run the engine up to 1700 RPM; approach this RPM in increments to prevent oil
pressure from exceeding 100 psi.
WARNING
7-5.2. Engine Operation in Hot Weather
“Hot weather” is defined as ambient temperature in excess of 90°F (32°C). After engine
shutdown, the temperature of various components will begin to stabilize. Cylinders and oil
will cool, while internal engine parts will begin to heat up due to lack of air flow or heat
convection from the engine parts that are cooling. Following engine shutdown, the entire
unit will stabilize near the ambient temperature. Depending on temperature and wind
conditions, this may take several hours.
Heat soaking occurs within the first hour following shutdown. During this time, the fuel
system will warm causing the fuel in the pump and fuel lines to vaporize. The vaporized
fuel in the fuel system to the fuel injectors will make starting difficult until the vapor in the
lines is eliminated.
Three hot weather operation situations requiring special instructions are:
• “Cooling an Engine in Hot Weather” (Section 7-5.2.1)
• “Engine Restart in Hot Weather” (Section 7-5.2.2)
• “Take-off and Initial Climb Out in Hot Weather” (Section 7-5.2.3)
Ensure the engine is serviced with the correct viscosity oil specified in Chapter 3 and
Chapter 6 of the Maintenance and Overhaul Manual (M-22) prior to starting the engine. In
the event of temporary cold weather exposure, store the aircraft in a hangar between
flights. Service the oil sump, as required, to maintain the engine oil capacity specified in
the Detailed Model Specification according to the “Engine Oil Servicing” instructions in
Section 6-3.8 of M-22.
Operating Tips
• Inspect the air filter frequently for contamination; clean or replace, if necessary.

31 October 2011
Engine Operation
• Increase oil change frequency for operation in severe climates.
• Use dust covers over openings in the cowling for additional protection.
7-5.2.1. Cooling an Engine in Hot Weather
• Reduce ground operation to a minimum to keep engine temperatures down.
• Open cowl flaps (if equipped) fully while taxiing.
• Face the nose of aircraft into the wind to take advantage of the cooling effect.
7-5.2.2. Engine Restart in Hot Weather

Restarting attempts will be the most difficult thirty minutes to one hour after engine
shutdown. Following that interval, fuel vapor will decrease and present less of a restart
problem.
WARNING
Allow excess fuel to drain from the induction system prior to
starting the engine.
1. Fuel selector ..............................................................ON
2. Throttle.......................................................................CLOSED
3. FADEC Enable ..........................................................Toggle BOTH-OFF-BOTH
Repeat two - three times to enrich the fuel mixture
4. BPMS.........................................................................AUTO
5. Follow the “Engine Start” instructions in the AFM/POH and Section 7-3.2.
7-5.2.3. Take-off and Initial Climb Out in Hot Weather
1. Do not operate the engine at maximum power longer than necessary to establish the
climb configuration recommended by the aircraft manufacturer.
2. Oil Temperature .........................................................Monitor
3. EGT............................................................................Monitor
4. CHT ...........................................................................Monitor
5. Maintain sufficient airspeed and attitude to provide engine cooling.
6. Cowl flaps ..................................................................FULLY OPEN (if equipped)
7-5.3. Ground Operation at High Density Altitude
The FADEC System compensates for high altitude flight. At high altitudes, when
practical, operate the engines at higher idling speed.
CAUTION: Reduced engine power will result from higher density
altitude associated with high temperature.
If higher than desired temperatures are experienced during the climb phase, establish a
lower angle, or higher climb speed, consistent with flight safety to provide increased
cooling for the engine.

31 October 2011
Troubleshooting
Chapter 8.Troubleshooting
8-1. Overview
Troubleshooting Charts discuss symptoms, probable causes, and appropriate corrective
action to be taken. Troubleshooting procedures for specific systems and components are
provided after the general troubleshooting chart. Fault isolation paths and repair
procedures are developed using real world scenarios (log book entries) and best known
practices. New symptoms, fault isolation methods, and corrective actions may be added in
the future, when warranted.
WARNING
Any attempt by unqualified personnel to adjust, repair, or
replace any parts may result in engine malfunction or failure.
Operation of a malfunctioning engine can cause further
damage to a disabled component and possible injury to
personnel.
Do not return an engine to service unless it functions according
to specifications.
FADEC engines incorporate enhanced diagnostic capabilities. A technician with a
personal computer, PowerLink FADEC Level I Diagnostic software, and an interface
cable can monitor sensor status and Electronic Control Unit (ECU) activity from the
aircraft cabin throughout the Engine Operational Check. The Level I Diagnostic may also
be used to validate the engine gauges. If an optional engine data interface (EDI) is
installed, the EDI monitors engine parameters from engine start to engine shutdown.

31 October 2011
Troubleshooting
8-2. General Troubleshooting Chart
Although Continental Motors cannot anticipate every possible engine anomaly, the
troubleshooting charts offers general guidelines to help expedite diagnosis.
Abnormal Fuel Indication ................................................................................................... Go to Section 8-4.
Abnormal FADEC HSA or EDI indication ........................................................................... Go to Section 8-6.
Abnormal Oil Indication ...................................................................................................... Go to Section 8-9.
Abnormal Cylinder Differential Pressure Test Results...................................................... Go to Section 8-10.
Excessive Crankcase Pressure .....................................................................................Go to Section 8-11.1.
Engine will not start
Check circuit breakers and switch

positions:
• Primary Power C/B
Starter • Secondary Power C/B
turns when ignition switch is OK • Primary Power Switch
engaged? • Secondary Power Switch
• Master Power Switch
• BPMS
• Fuel Selector Valve
NOT OK
Circuit
Go to
breakers close; NOT Correct input conditions
Section 8-7 and retry.
switches positioned OK
properly?
OK
Service or replace battery
Check Battery condition NOT IAW Airframe
OK Manufacturer’s
instructions.
OK
Service with appropriate

Check Fuel Level in tanks NOT
OK
fuel grade according to
instructions in Section 7-2.
OK
NOT
Check Fuel Pressure OK
OK
Go to Go to
Section 8-6 Section 8-4

31 October 2011
Troubleshooting
Engine Runs
Increase IDLE Check induction air NOT Replace induction

Rough AT IDLE OK
speed filter OK air filter
OK OK
Correct IAW
Check for induction system NOT airframe
Go to
obstruction OK manufacturer’s
Section
instructions
8-6
OK
Correct IAW
Check propeller for NOT propeller
imbalance OK manufacturer’s
instructions
OK
Check for loose or broken NOT Replace engine

engine mounts OK mounts
OK
Go to
Section
8-6
Poor Engine Performance
Check for induction system NOT Correct IAW Airframe

obstruction OK manufacturer’s instructions
OK
NOT Correct IAW Airframe

Check throttle rigging OK manufacturer’s instructions
OK
Go to
Section
8-6

31 October 2011
Troubleshooting
8-3. Induction System
Low Manifold Pressure.............................................................................................Go to See Section 8-3.3.
Loss of Aircraft Critical Altitude ................................................................................ Go to See Section 8-3.3.
High Oil Temperature ............................................................................................... Go to See Section 8-3.2.
8-3.1. Engine WIll Not Start
Engine Will Not Start
Remove obstruction IAW

Inspect induction system NOT
airframe manufacturer’s
airflow obstructions. OK
instructions.
OK
Check induction system for NOT Torque connections IAW

loose connections. OK Appendix B
OK
Go to
Section 8-1
8-3.2. Engine WIll Not Run
Engine Will Not Run at Idle

Speed
Remove obstruction IAW

Inspect induction system airflow NOT
obstructions. OK
instructions.
Inspect induction system for leaks NOT Torque connections IAW

or loose connections. OK Appendix B
OK
Adjust fuel system according to

Section 6-3 instructions.

31 October 2011
Troubleshooting
8-3.3. Engine Lacks Power/Manifold Pressure Low
Engine Lacks Power or

Maximum Manifold Pressure
Reduced
Inspect throttle for sticking or NOT Adjust according to airframe

incorrectly adjusted linkage. OK manufacturer’s instructions
OK
Clean or replace filter according to
NOT
Check for dirty air filter OK airframe manufacturer’s
instructions
OK
Inspect induction system for leaks NOT Torque connections IAW

or loose connections. OK Appendix B

31 October 2011
Troubleshooting
8-4. Fuel Injection System
WARNING
Fuel injector repairs, including disassembly and internal
cleaning, are not authorized. Replace faulty fuel injectors.
Engine Will Not Start-No

Fuel Pressure Indication
Check fuel level in tank. NOT

Correct input conditions and retry.
Turn fuel selector valve ON. OK
OK
Master Power Switch………...ON

FADEC Pri. Power Switch…...ON
FADEC Sec. Power Switch….ON
Ignition Switch……BOTH/START
BPMS………………………AUTO
Boost Pump Refer to Aircraft Maintenance

activates and fuel pressure NO Manual for Fuel Pump
increases? Troubleshooting instructions.
YES
Perform FADEC Level I NOT

Refer to Section 8-6.2.
Diagnostic (Sect. 8-6.1). OK
OK
Perform Fuel Injector Operational

Check (Sec. 8-4.1).
Fluctuating or Erroneous Fuel

Flow Indication
Check fuel line routing, heat NOT Correct fuel line

shield, and fire sleeve installation. OK installation.
OK

Refer to Section 8-6.2.
Diagnostic (Sect. 8-6.1). OK
OK
Repair or replace crew

compartment indicator IAW
instructions.

31 October 2011
Troubleshooting
8-4.1. Fuel Injector Operational Check
Fuel Injector Operational Check
Perform a visual inspection of the fuel injection system (Sect.

6-3.6). Correct discrepancies discovered during inspection.
Perform a Fuel System Inspection (Sect. 6-3.6). Correct

discrepancies discovered during inspection.
• Disconnect the fuel line from each fuel injector assembly.

• Remove injector assemblies from cylinders. (Sect. 10-10)
• Assemble the injector and solenoid; secure with a jam nut.
• Connect the fuel lines to the respective fuel injector
assemblies; torque the fuel lines (Appendix B).
• Connect a section of fuel rated clear tubing to the open
end of each injector. Place the open ends of the tubing in
separate containers (catch cans) to collect the fuel.
Master Power Switch……....ON

FADEC Primary Power…….ON
FADEC Secondary Power...ON
BPMS………………………..ON
Verify no fuel leaks from the fuel lines between the fuel NOT Repair leaking
distribution block and the fuel injectors. OK fuel lines
OK
Verify no fuel is flowing from the discharge end of the fuel Replace faulty
NOT
injectors. OK fuel injector.
(Sect. 10-10)
OK
Continued
8-5. Charging System

Refer to the Aircraft Maintenance Manual for applicable Charging System
troubleshooting instructions.

31 October 2011
Troubleshooting
8-6. FADEC System
8-6.1. FADEC Level I Diagnostic
A FADEC System diagnostic check is required at the beginning of the 100-hour/Annual
Inspection. The Level I Diagnostic will significantly reduce troubleshooting time. The
FADEC Level I Diagnostic requires:
• A laptop computer with Microsoft Windows XP, or later, operating system
• FADEC Level I Engine Diagnostic Software installed on the computer
• Serial Data Cable (with EDI) (See “Special Tools”in Section 3-1)
The optional engine data interface (EDI) provides time-stamped engine data collection
with fault history from engine start to engine shutdown until the removable EDI
memory is filled to capacity. The EDI faceplate incorporates a 2.5mm stereo jack
interface. The EDI is a cabin-mounted component, usually beneath the instrument
panel. Consult the Aircraft Maintenance Manual for the EDI location. If no EDI is
installed, the interface cable may be connected to the cabin harness EDI connector.
Without an EDI, only real-time data may be collected while the serial data cable is
connected to the computer and the engine is running.
NOTE: A USB to 9-pin adapter is available for computers without a 9-pin
serial connector.
Figure 8-1. Engine Data Interface

1. Connect the PC to the FADEC serial data interface:
a. Connect the Serial Data Interface Cable to an available serial port on the
computer.
b. Connect the Serial Data Interface Cable to the airframe Serial Data Port.

31 October 2011
Troubleshooting
2. Power-up the computer.
WARNING
Before engine start, ensure all personnel are standing clear of
the propeller arc rotational radius to avoid injury.
4. BPMS ............................................................... AUTO
5. Launch the FADEC Level I Diagnostic application and follow the on-screen
prompts.
RESULT: The Diagnostic software guides the user through the engine start
sequence, specific engine RPM settings, and the ECU power and channel check.
The interactive software prompts the user, at predetermined intervals, to adjust
control settings and allow the software to collect engine operational data through
various profiles. As test sequences increment, the software records the data. During
engine operation, the diagnostic software monitors and displays the engine
operational status in comparison to the expected results. On-screen displays are
color-coded to identify pass/fail status at a glance. At the completion of the test
sequence, the Level I Diagnostic software compiles a report of the diagnostic test for
on-screen review or printout.
6. If system faults are observed at any point during this test, refer to Section 8-6.2 to
isolate and correct FADEC system faults.
7. Perform a normal engine shutdown.
8. Correct any discrepancies discovered during the check before returning the aircraft
to service.
9. Disconnect the Serial Data Interface Cable from the airframe serial data port.

31 October 2011
Troubleshooting
8-6.1.1. FADEC Power On Fault Isolation
FADEC Power On Faults
FADEC Primary Power 10
FADEC Secondary Power 10
HSA Primary Power 5

NOT Reset circuit
HSA Secondary Power 5
OK breaker
ECU 1A & 1B 5 5
ECU 2A & 2B 5 5
OK
Master Power Switch…….....ON

FADEC Pri. Power Switch….ON
NOT
FADEC Sec. Power Switch...ON OK Reposition switches
Ignition Switch………………OFF
BPMS……………………...AUTO
OK
WARNING and CAUTION lamps

OK Normal Operation
illuminated
NOT
OK
Perform Cabin Harness NOT

Repair wiring
Functional Check (Sect. 8-13) OK
OK
Engine low voltage harness wiring

problem. Refer to schematic
diagrams. Check continuity
between 19 pin connectors and
ECU.

31 October 2011
Troubleshooting
Table 8-1. FADEC Sensor Fault Conditions
Manifold Pressure Fault
Manifold air pressure sensor voltage exceeds the expected maximum
High Range Limit
value stored in the ECU
Manifold air pressure sensor voltage is less than the expected
Low Range Limit
maximum value stored in the ECU
Manifold air pressure sensor rate change exceeds the programmed
Rate
limits stored in the ECU
Fuel Pressure Fault
Fuel pressure sensor voltage exceeds the expected maximum value
High Range Limit
stored in the ECU
Fuel pressure sensor voltage is less than the expected maximum value
Low Range Limit
stored in the ECU
Fuel pressure sensor voltage indicates fuel pressure is 5 psia or more
Rate
below the value expected for the engine speed
Manifold Temperature Fault
The ECU detects the manifold air temperature sensor resistance
High Range Limit
exceeds the maximum value stored in the ECU
The ECU detects the manifold air temperature sensor resistance is less
Low Range Limit
than the minimum expected value stored in the ECU
The manifold air temperature sensor resistance rate of change is faster
Rate
than the ECU considers valid
Cylinder Head Temperature Fault
The ECU detects the cylinder head temperature sensor resistance
High Range Limit
The ECU detects the cylinder head temperature sensor resistance is
Low Range Limit
less than the minimum expected value stored in the ECU
The cylinder head temperature sensor resistance rate of change is
Rate
faster than the ECU considers valid
Exhaust Gas Temperature Fault
The ECU detects the exhaust gas temperature sensor resistance
High Range Limit
The ECU detects the exhaust gas temperature sensor resistance is less
Low Range Limit
than the minimum expected value stored in the ECU
The exhaust gas temperature sensor resistance rate of change is faster
Rate
than the ECU considers valid
Primary or Secondary Voltage Fault
High Range Limit Airframe supplied voltage is above the maximum programmed level
Low Range Limit Airframe supplied voltage is below the minimum programmed level
SSA Fault
Ne/Nc Validity1 Number of Ne occurrences between Nc events is not 15
Spurious Ne Erratic Ne signal detected
Spurious Nc Erratic Nc signal detected
1. Ne = engine speed
Nc = cam position

31 October 2011
Troubleshooting
Table 8-2. System Status Indicators
Engine
Cylinder head temperature is above engine's maximum limit; may not
Excessive CHT
be a FADEC System fault
Exhaust gas temperature is above engine's maximum limit; may not be
Excessive EGT
a FADEC System fault
There are more than 125 milliseconds between Ne events with the
Engine Running
engine running
Cylinder head temperature is below level indicative of an operational
Dead Cylinder
cylinder; may not be a FADEC System fault
Exhaust gas temperature indicates normal combustion is not occurring
Lean Misfire
in a given cylinder
Channel Performance
Ne task overrun High level controller fault
A/D conversion fault High level controller fault
ISR overrun High level controller fault
Reset detected High level controller activity fault
Fuel pump short Shorted fuel pump has been detected
Channel is performing the injection function for the other channel
Backup injection
residing in the same ECU
Discrete Control Functions
Fuel pump control is latched in the ON state. Suspect engine driven
Fuel Pump Patch
pump fault
Low Range Limit Ignition switch is in the enabled position for the channel (position L or R)
Fuel Pump ON Aircraft boost pump control commanded ON
FADEC Level I
Diaganostic fault
NOT
Electronic Control Unit fault OK Go to section 8-6.3.
NOT
Speed Sensor Array fault OK Go to section 8-6.4.
NOT
Manifold Air Pressure Sensor fault OK Go to section 8.6.5
NOT
Fuel Pressure Sensor fault OK Go to section 8.6.6.
NOT
Manifold Air Temperature Sensor fault OK Go to section 8.6.7.
NOT
Cylinder Head Temperature Sensor fault OK Go to section 8.6.8.
NOT
Exhaust Gas Temperature Sensor fault OK Go to section 8.6.9.

31 October 2011
Troubleshooting
8-6.2. FADEC System Fault Isolation
When troubleshooting the FADEC System, visualize the system as being composed of the
following four major sub-systems:
• Electronic Control Units (ECUs)
• The ECUs are the FADEC System controllers; each ECU controls two cylinders.
• High Voltage Harness
• The high voltage harness connects the ECU spark coils to the spark plugs.
• Engine Low Voltage Harness
• The engine low voltage harness connects the ECUs with the sensor set, pilot inter-
face devices, and the electrical power sources.
• Sensor Set
The FADEC sensor set includes all sensors used by the FADEC System to monitor
engine performance. Some sensors are “hard-wired” into the low voltage harness
while others interface with connectors on the low voltage harness. For optimum
FADEC System performance, all sensors must be operational.
Each ECU control channel communicates with unique cylinder head and exhaust gas
temperature sensor. The ECU control channels share the following sensors.
• Two Intake Manifold Air Temperature Sensors
• Sensor 1............................................... Odd-numbered control channels
• Sensor 2.............................................. Even-numbered control channels
• Two Intake Manifold Air Pressure Sensors
• Sensor Connector P11......................... Odd-numbered control channels
• Sensor Connector P12........................ Even-numbered control channels
• Two Fuel Pressure Sensors
• Sensor Connector P9................................................... Channels 1 and 4
• Sensor Connector P10................................................. Channels 2 and 3
• Speed Sensor Assembly
• Sensor Pair 1 ............................................................... Channels 1 and 4
• Sensor Pair 2 ............................................................... Channels 2 and 3
• WOT switch on fixed pitch propeller engines
Each control channel performs a self-diagnostic. If the ECU detects a sensor fault, an HSA
lamp will be illuminated. FADEC Level I Diagnostic software will automatically display
detected sensor faults on the computer screen. The FADEC Level I Diagnostic will
confirm the existence and nature of detectable system faults. The software can isolate
faults to sensors, a damaged low voltage harness, high voltage harness, or malfunctioning
ECU.
Refer to schematics in Section 8-14 to aid in tracing electrical signals. A FADEC System
malfunction can typically be isolated to one of the four sub-systems listed above.

31 October 2011
Troubleshooting
8-6.3. Electronic Control Unit (ECU)
ECU failure
Temporarily substitute
serviceable ECU for suspect unit. Reinstall original ECU Repair wiring IAW
Perform FADEC Level I NOT (Sect. 10-10.3 and 10- NOT airframe
Diagnostic (Section 8-6.1) or OK 10.4). Perform Cabin OK manufacturer’s
Engine Operational Check (Sect. Harness Functional Check. instructions.
6-3.7).
OK
OK
Replace ECU Remove 50-pin connector

(Sect. 10-10.3 and 10-10.4). (P1 or P2) representing
faulty ECU and bulkhead
connector (J5 or J6).
Check signal continuity

31 October 2011
Troubleshooting
8-6.4. Speed Sensor Assembly
FADEC SSA failure

Perform FADEC
Replace the Speed Sensor/Signal Level I Diagnostic
Perform SSA Operational NOT
Conditioner (Sect. 10-10). Repeat the OK Section 8-6.1 or
Check (Sect. 10-10.7) OK
SSA Operational Check. Engine Operational
Check (Sect. 6-3.7).
OK
Disconnect P3 and P4
Check voltage between pins:
10 and 11
9.6-16 VDC
12 and 25
NOT OK
OK
Master Power Switch……….OFF
FADEC Primary Power…….OFF
FADEC Secondary Power…OFF
Replace ECU (Section 10-10.3
and 10-10.4) indicating SSA fault.
Secure wiring harness (App. C) Disconnect P5 and P6
Perform FADEC Level I Master Power Switch……....ON
Diagnostic (8-6.1). FADEC Primary Power…….ON
R and S
9.6-16 VDC
U and V
OK
NOT OK
Check Engine Low Voltage

Cabin Harness wiring fault. Perform
Harness wiring between 19 pin
Cabin Harness Functional Check to
connector and signal conditioner.
locate and repair faulty wire; Repeat
Repair wiring or replace harness.
SSA Operational Check.
Repeat SSA Operational Check.
OK
Replace ECU (Section 10-10.3

and 10-10.4) indicating SSA fault.
Secure wiring harness (App. C)
Perform FADEC Level I
Diagnostic (8-6.1) or Engine
Operational Check (Sect. 6-3.7).

31 October 2011
Troubleshooting
8-6.5. Manifold Air Pressure Sensor
Two self-contained, thread mounted sensors mounted in the throttle body or induction
manifold, depending upon engine model report manifold pressure to FADEC. Sensor field
repair is not authorized. The engine low voltage harness uses removable, circular
connectors to interface with the Manifold Air Pressure Sensors.
Manifold Air Pressure Sensor Fault
EVEN # Cylinder? ODD #
Disconnect Sensor 2 Disconncet Sensor 1

(connected to P12) (connected to P11)

A and C
5.0 ± 0.05 VDC
D and F
OK
NOT OK
• Replace the MAP sensor.
• Secure the engine low voltage
Disconnect P1 and P2
harness.
Master Power Switch……....OFF
• Perform FADEC Level I
FADEC Primary Power…….OFF
Diagnostic (Section 8-6-1) or
FADEC Secondary Power...OFF
Engine Operational Check
Check continuity between pins: (Sect. 6-3.7).
P11 pin A - P1 pin 42 P12 pin A - P2 pin 49
P11 pin B - P1 pin 25 P12 pin B - P2 pin 33
P11 pin C - P1 pin 48 P12 pin C - P2 pin 41
P11 pin D - P2 pin 42 P12 pin D - P1 pin 49
P11 pin E - P2 pin 25 P12 pin E - P1 pin 33
P11 pin F - P2 pin 48 P12 pin F - P1 pin 41
OK
Replace ECU
(Section 10-10)
NOT OK

harness.
Repair wiring (Sect. 10-9)
(Sect. 6-3.7).

31 October 2011
Troubleshooting
8-6.6. Fuel Pressure Sensor
The FADEC System uses two sensors for measuring the engine's fuel pressure. The
sensors are self-contained, non-serviceable units, thread-mounted into the fuel distribution
block. The low voltage harness uses removable, circular connectors to interface with the
fuel pressure sensors.
Fuel Pressure Sensor Failure
2 or 3 Cylinder? 1 or 4
Disconnect Sensor 2 Disconncet Sensor 1

(connected to P10) (connected to P9)

A and C
5.0 ± 0.05 VDC
D and F
OK
NOT OK
• Replace the fuel pressure
sensor.
Disconnect P1 and P2 • Secure the engine low voltage
Master Power Switch……....OFF harness.
FADEC Primary Power…….OFF • Perform FADEC Level I
FADEC Secondary Power...OFF Diagnostic (Section 8-6-1) or
Check continuity between pins: Engine Operational Check
(Sect. 6-3.7).
P9 pin A - P1 pin 12 P10 pin A - P2 pin 12
P9 pin B - P1 pin 11 P10 pin B - P2 pin 11
P9 pin C - P1 pin 45 P10 pin C - P2 pin 45
P9 pin D - P2 pin 16 P10 pin D - P1 pin 16
P9 pin E - P2 pin 17 P10 pin E - P1 pin 17
P9 pin F - P2 pin 48 P10 pin F - P1 pin 48
OK
Replace ECU
(Section 10-10)
NOT OK

harness.
Repair wiring (Sect. 10-9)
(Sect. 6-3.7).

31 October 2011
Troubleshooting
8-6.7. Manifold Air Temperature Sensor
Two Manifold Air Temperature (MAT) sensors, hard-wired to the engine low voltage
harness, are secured in the throttle body with compression fittings. The sensing element is
a thermistor, which changes resistance with temperature in a linear, repeatable manner.
Manifold Air Temperature Fault
EVEN # Cylinder Number? ODD # NOTE: Allow the sensor to cool to

ambient temperature prior to resistance
measurements.
Remove Sensor 2 Remove Sensor 1
Approximate Sensor resistance for
sample ambient temperatures.
Resistance (ohms) °F °C
Measure resistance at 50- pin 1628-1661 0 -18
connector pins listed. Resistance 1002-1022 20 -7
values for sample temperatures are 637-650 40 4
in the table to the right. 418-436 60 16
Disconnect P1 and P2 280-286 80 27
193-197 100 38
Check resistance between:
136-139 120 49
MAT 1 MAT 2
P1 pins 26 and 50 P1 pins 32 and 43
Resistance
Use a heat gun to increase
Within
Measurement
Range
temperature at the MAT
Greater than 0 ohms Result? sensor tip.
but not equal to spec.
Circuit
Resistance?
Replace MAT sensor (Sect. 10-
10.16 and 10-10.17). No
Change
Increases
at (or near)
0 ohms
Cut and strip sensor lead wires near
the sensor, allow a 2" pigtail for
Replace ECU splicing. Verify the inner conductor
(Sect. 10-10.3 does not touch the shield wires.
and 10-10.4). Check resistance between:
MAT 1 MAT 2
Wiring fault. Use schematic
at (or near)
diagrams and DVM to 0 ohms Open
locate damaged wires. circuit
Repair wiring (10-9).
• Secure the engine low voltage harness.

Replace MAT sensor
• Perform FADEC Level I Diagnostic
(Sect. 10-10.16 and 10-
(Section 8-6-1) or Engine Operational
10.17).

31 October 2011
Troubleshooting
8-6.8. Cylinder Head Temperature (CHT) Sensor
The ECU monitors independent Cylinder Head Temperature (CHT) Sensor for each
cylinder. The CHT Sensor uses a bayonet style mounting system wherein an adapter is
threaded into the cylinder head and a spring-loaded locking ring on the sensor secures the
attachment. The sensing element in each sensor is a thermistor, which changes resistance
with temperature in a linear, repeatable manner. Measuring the resistance of the sensor
allows an accurate determination to be made of temperature at the sensor tip.
Cylinder Head Temperature

Fault
Remove suspected faulty CHT

sensor. Allow the sensor to cool to NOTE: Allow the sensor to cool to
ambient temperature prior to ambient temperature prior to resistance
resistance measurements measurements.
Disconnect P1 and P2 from the ECUs.

Measure resistance at 50-pin connector
pins listed. Resistance should be 100k
ohms +/- 15k at 77°F (25°C).
Sensor Contacts
CHT 1 P1 pins 10 and 45
Cut the sensor lead wire near the
Apply heat to the CHT sensor tip sensor to allow for splicing. Verify
with a heat gun while monitoring the inner conductor is not
the sensor resistance. touching the outer shield wires.
Repeat the resistance
measurement.
Resistance Resistance
Measurement? does not change
Resistance Resistance
increases Measurement?
Open circuit Resistance
at or near 0
Wiring fault. Use schematic

Replace ECU Replace CHT sensor
diagrams and DVM to
(Sect. 10-10.3 and (Sect. 10-10.20 and 10-
locate damaged wires.
10-10.4). 10.21).

• Perform FADEC Level I Diagnostic (Section 8-
6-1) or Engine Operational Check (Sect. 6-
3.7).

31 October 2011
Troubleshooting
8-6.9. Exhaust Gas Temperature (EGT) Sensor
The ECU monitors independent Exhaust Gas Temperature (EGT) Sensors for each
cylinder. EGT sensing elements are K-type thermocouples. Two conductors made of
dissimilar metals are fused to form the sensing element which produces a small voltage
proportional to the temperature. Voltage changes across the sensing element represent
temperature variations at the sensor tip.
Exhaust Gas Temperature Fault NOTE: Allow the sensor to cool to

ambient temperature prior to voltage
measurements.
Approximate sensor voltage for sample
ambient temperatures.
Remove suspected faulty EGT sensor from the
Use a DVM, such as a Fluke 179 to
exhaust system. Allow the sensor to cool to
measure voltage.
ambient temperature prior to resistance
Voltage (millivolts) °F °C
measurements
0.000 32 0
1.000 77 25
Disconnect P1 and P2 from the ECUs. Measure 1.611 104 40
voltage at 50-pin connector pins listed. Sample 140 60
2.436
temperature to voltage comparisons are in the
table to the right. 3.266 176 80
4.095 212 100
Sensor Connectors
EGT 1 P1 pins 23 and 39
EGT 3 P2 pins 23 and 39 Cut and strip sensor lead wires near
the sensor, allow a 2" pigtail for
EGT 4 P2 pins 24 and 40 splicing. Verify the inner conductor
Use a heat gun to increase temperature at the does not touch the outer shield.
EGT sensor tip. Measure resistance at the faulty
circuit.
NO Sensor Connectors
Sensor CHANGE EGT 1 P1 pins 23 and 39
Voltage EGT 2 P1 pins 24 and 40
Change
VOLTAGE EGT 4 P2 pins 24 and 40
DECREASES
Circuit
Replace ECU Open circuit Resistance Resistance
(Sect. 10-10.3 and 10- at or near 0
10.4).
Replace EGT sensor Wiring fault. Use schematic
(Sect. 10-10.18 and 10- diagrams and DVM to
10.19). locate damaged wires.

• Perform a FADEC Level I Diagnostic
(Section 8-6-1) or Engine Operational

31 October 2011
Troubleshooting
8-6.10. Engine Diagnostic Interface
EDI Red and Green LED not

steadily illuminated after engine
start
EDI EDI
Red LED steadily YES Green LED steadily YES Normal Operation
illuminated illuminated
NO NO
Red Green
NO
NO LED flashing LED flashing
YES
Red LED off Green LED off

Temporarily install
serviceable CF card
YES
according to EDI YES
Manual, AM14164.
Suspect wiring/SBC
Cycle FADEC Suspect wiring/SBC
fault. Refer to OK
power. Start the fault. Refer to
schematic diagrams YES
engine. schematic diagrams
and SBC Manual,
and SBC Manual,
AM14166. NOT OK AM14166.
Suspect wiring/SBC
WIRING OK
fault. Refer to WIRING OK
schematic diagrams Replace CF card
Replace EDI and SBC Manual, according to EDI Replace EDI
according to EDI AM14166. Manual, AM14164. according to EDI
Manual AM14164
WIRING OK Manual, AM14164.
Replace EDI
according to EDI
Manual, AM14164.

31 October 2011
Troubleshooting
8-7. Starter System
Engine Will Not Start When

Ignition Switch Engaged.
Check Master Power and

Repair wiring IAW
Ignition Switch wiring
NOT NOT airframe
Starter motor turns? according to airframe
OK OK manufacturer’s
manufacturer’s
instructions
instructions.
OK
OK
Engine turns with starter?
Replace starter
NOT OK
Replace starter
Engine Turns Slowly When

Starter Engaged
NOT Replace battery IAW airframe

Check battery condition OK manufacturer’s instructions
OK
Check ignition switch for Replace ignition switch IAW

NOT
burned contacts OK airframe manufacturer’s
instructions
OK
Check ignition switch NOT Repair wiring IAW airframe

wiring OK manufacturer’s instructions
OK
Replace starter

31 October 2011
Troubleshooting
8-8. Ignition System
Excessive RPM drop ............................................................................................ See “Engine Runs Rough.”
Poor acceleration.................................................................................................. See “Engine Runs Rough.”
Continuous spark plug fouling .................................See “Excessive Crankcase Pressure” in Section 8-11.1.
Engine Will Not Start
Correct wiring according to

NOT
Check for grounded enable wire. OK airframe manufacturer’s
instructions.
OK
NOT
Check ignition switch operation. OK Replace faulty ignition switch.
OK
Perform Ignition Harness and

Spark Plug Diagnostics (Section
8-8.1).
Engine Runs Rough

Refer to Section 8-6.2
Diagnostic (Sect. 8-6-1). OK
Connect ignition harness properly

Check ignition harness NOT
(Section 6-3.9, Ignition System
connections OK
Maintenance).
Replace faulty spark plugs

Check spark plug condition NOT
(Section 6-3.9, Ignition System
(Section 6-3.9). OK
Maintenance).
OK
Perform Ignition Harness and

Spark Plug Diagnostics (Section
8-8.1)
Engine Will Not Stop Running
Repair or replace ignition switch

NOT
Check ignition switch operation OK according to airframe
OK
Repair wiring according to

NOT
Check enable wire continuity OK airframe manufacturer’s
instructions.

31 October 2011
Troubleshooting
8-8.1. Ignition Harness and Spark Plug Diagnostics
Abnormal RPM or Performance

Drop
1. Shut off fuel selector valve.

2. Remove spark plugs from all
cylinders.
3. Remove clamps and cable ties
from high voltage harness
closest to cylinder.
4. Connect spark plugs to high
voltage harness so electrodes
are visible.
5. Master Power Switch…..ON
6. Ignition Switch………...START
Monitor spark plug electrodes for
normal spark.
Temporarily replace
suspected high voltage
lead wires, in pairs, as
indicated below:
NOT Replace faulty high voltage
OK
OK PAIR LOCATIONS leads.
1 1T-2B
2 2T-1B
3 3T-4B
4 4T-3B
NOT
OK
Temporarily connect
serviceable spark plugs to
OK Replace faulty spark plugs.
suspect high voltage leads;
repeat steps 5 and 6.
NOT
OK
Replace ECU.
Perform Engine
Operational Check.

31 October 2011
Troubleshooting
8-9. Lubrication System
Excessive Oil Consumption
Visually inspect engine and NOT Correct source of leak (replace

nacelle for evidence of leaks. OK seal, tighten fittings).
OK
Check engine log book for service

and consumption history. Service
Monitor oil consumption closely
engine oil sump to proper level OK No further action required.
for the next 25 hours.
with correct grade of aviation
engine oil. NOT
OK
Perform “Cylinder
Differential Pressure
Check"
High Oil Temperature Indication
Service oil sump to proper level

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

Check engine oil pressure. LOW Replace oil pressure relief valve.
operation. OK
OK
NORMAL
See “Low Oil Pressure Indication.”
Temporarily install a serviceable

oil temperature gauge and OK Replace oil temperature gauge.
recheck oil temperature
NOT
OK
Reinstall original gauge. Check

NOT Replace the engine oil
engine oil temperature control OK temperature control valve.
valve operation.

31 October 2011
Troubleshooting
Low Oil Pressure Indication
Service oil sump to proper level

NOT
Check engine oil level. OK with correct grade of aviation
engine oil.
OK
No further troubleshooting
Replace the engine oil filter OK
required
NOT
OK

OK Replace oil pressure gauge.
engine oil pressure gauge.
NOT
OK

OK Replace oil pressure relief valve.
oil pressure relief valve.
NOT
OK
Replace the oil pump.

31 October 2011
Troubleshooting
8-10. Engine Cylinders
Additional cylinder inspections are contained in Chapter 6:
• “Differential Pressure Test” in Section 6-4.3.2
• “Cylinder Borescope Inspection” in Section 6-4.3.4
• “Cylinder Repair vs. Replacement Guidelines” in Chapter 15.
Low Compression............................................................................................................. See “Rough Idling.”
Excessive Oil Consumption.............................................................................................. See “Rough Idling.”
Excessive Crankcase Pressure........................................................................................See Section 8-11.1.
Sluggish operation............................................................................................................ See “Rough Idling.”
Continuous missing at high speed.................................................................................... See “Rough Idling.”
Rough Idling
Perform “Cylinder Differential NOT Proceed according to Inspection

Pressure Check.” OK results
High Cylinder Head

Temperature
Measure CHT with digital CHT NOT

Replace CHT sensor
gauge OK
OK
Inspect cylinder cooling fins for NOT

Clean according to Section 14-1.
dirt or obstructions. OK
OK
Inspect cylinder baffles and

NOT Correct baffle and cowlings
cowling seals (Sections 6-3.6.6. OK adjustments accordingly.
and 6-3.6.7.).
OK
Inspect exhaust system for gasket

leak around exhaust manifold NOT Correct according to airframe
according to airframe OK manufacturer’s instructions
manufacturer’s instructions

31 October 2011
Troubleshooting
8-11. Crankcase or Accessory Case
Excessive Oil Consumption/

Loss
Perform a crankcase visual NO

Perform Cylinder
inspection (Sect. 6-3.11.1). LEAK
NOTED Inspection (Sect. 6-4.3)
OIL LEAKING
NOT NOT Engine Oil Change

Oil drain plug OK Torque plug (App. B) OK (Sect. 6-3.8)
OK
NOT NOT Engine Oil Change

Oil filter OK Torque filter (App. B) OK (Sect. 6-3.8)
OK
NOT
Oil pump OK Replace oil pump. (Sec 10)
OK
NOT
Oil cooler OK Replace oil cooler
OK
NOT Replace oil fill neck (Sec.

Oil fill OK 10)
OK
NOT Torque oil sump bolts

Oil sump OK (App. B)
OK
Replace rocker
NOT Torque rocker fasteners NOT
Rocker cover gaskets OK OK cover gasket(s)
(App. B)
OK
(Sect. 10)
NOT Replace Nose Oil Seal
Nose Oil Seal OK (Sect. 10)
OK
Perform Cylinder
Inspection (Sect. 6-4.3.)
Loose Crankcase Accessories
Replace mounting studs (App C)

Inspect mounting threads and re- NOT
OK and install accessories according
torque fasteners (App B)
to applicable instructions.

31 October 2011
Troubleshooting
8-11.1. Excessive Crankcase Pressure
Excessive Crankcase Pressure
Remove the oil fill cap from the oil

fill tube. Temporarily install a
modified oil fill cap connected to Airspeed Water Pressure
an airspeed indicator
50 1.23
(manometer).
60 1.77
70 2.42
Perform ground engine run. 80 3.16
CAN NOT Monitor airspeed indicator. The 90 (max. gnd speed) 4.0
DUPLICATE
ON table at right indicates 100 4.94
GROUND representative simulated airspeed 120 7.131
versus gauge pressure. 140 9.729
Replace the oil filler cap HIGH

(bad seal) INDICATED
PRESSURE
PROBLEM
PERSISTS Bypass the crankcase breather
OK
system; repeat engine run.
Replace the nose oil seal
(Sect. 10) NOT
OK
Air/Oil Remove obstruction from

YES Separator the crankcase breather
Installed?
system; repeat engine run.
NO
Bypass the Air/Oil
Separator with tubing.
Repeat engine run.
OK
Perform Cylinder
Replace the Air/Oil NOT
OK Differential Pressure Test
Separator.
(Sect. 6-3.11.2)
8-12. Exhaust System

The Exhaust System is an airframe component. Refer to the airframe manufacturer's
troubleshooting procedures

31 October 2011
Troubleshooting
8-13. Cabin Harness Functional Check
The cabin harness functional check consists of the procedures listed below and presented
in detail in subsequent subsections. Perform all of the checks and correct discrepancies
prior to engine installation.
• “Electrical Ground Check” in Section 8-13.1
• “Enable Switch Check” in Section 8-13.2
• “Power Supply Check” in Section 8-13.3
• “Boost Pump Relay Check” in Section 8-13.4
8-13.1. Electrical Ground Check

5. Use a Digital Volt-ohm Meter (DVM) to measure between aircraft ground and the
engine low voltage harness connectors P5 and P6 pins specified in the table below.
Connector pin layouts are illustrated in Figure 8-2 through Figure 8-6.
P5 and P6 Connector Resistance

Connector Pin Label Resistance
P5 and P6 B Ground < 0.5Ω
P5 and P6 D Ground < 0.5Ω
P5 and P6 J Enable A < 0.5Ω
P5 and P6 K Enable B < 0.5Ω
P5 and P6 S Ground < 0.5Ω
P5 and P6 V Ground < 0.5Ω

31 October 2011
Troubleshooting
8-13.2. Enable Switch Check
Refer to the plug layout diagrams in to check the Enable Switch as follows:
2. Use a DVM to measure the resistance for the pin numbers listed in reference to
aircraft ground. For each item in the table, insert one of the DVM leads in the 19-pin
bulkhead connector and connect the other end to aircraft ground.
J5 and J6 Connector Resistance

J5 J Enable_1 <0.5Ω
J5 K Enable_2 OPEN
J6 J Enable_3 <0.5Ω
J6 K Enable_4 OPEN
4. Check resistance at the following pins:

J5 J Enable_1 OPEN
J5 K Enable_2 <0.5Ω
J6 J Enable_3 OPEN
J6 K Enable_4 <0.5Ω

6. Check resistance at the following pins:

J5 J Enable_1 OPEN
J5 K Enable_2 OPEN
J6 J Enable_3 OPEN
J6 K Enable_4 OPEN

31 October 2011
Troubleshooting
8-13.3. Power Supply Check
1. Master Power Switch ...................................... ON
2. FADEC Primary Power circuit breakers.......... IN
3. HSA/SSA Primary Power circuit breakers ...... IN
4. FADEC Secondary Power Switch .................. OFF
5. FADEC Primary Power Switch ...................... ON
6. Measure the voltage with a DVM at the specified pins in reference to aircraft
ground.
J5 and J6 Connector Voltage Measurements

Connector Pin Label Voltage (dc)
J5 A Primary Power (Power_A) 9.6-16 VDC
J5 C Secondary Power (Power_B) <1 VDC
J5 R Primary Power (Power_A) 9.6-16 VDC
J5 U Primary Power (Power_A) 9.6-16 VDC
J6 A Primary Power (Power_A) 9.6-16 VDC
J6 C Secondary Power (Power_B) <1 VDC
J6 R Secondary Power (Power_B) <1 VDC
J6 U Secondary Power (Power_B) <1 VDC
8. Master Power Switch ...................................... OFF
9. FADEC Secondary Power circuit breakers...... IN
10. HSA/SSA Secondary Power circuit breakers .. IN
11. FADEC Secondary Power Switch .................. ON
12. Measure the voltage with a DVM at the specified pins in reference to aircraft
ground.
J5 and J6 Connector Voltage Measurements

Connector Pin Label Voltage (dc)
J5 A Primary Power (Power_A) <1 VDC
J5 C Secondary Power (Power_B) 9.6-16 VDC
J5 R Primary Power (Power_A) <1 VDC
J5 U Primary Power (Power_A) <1 VDC
J6 A Primary Power (Power_A) <1 VDC
J6 C Secondary Power (Power_B) 9.6-16 VDC
J6 R Secondary Power (Power_B) 9.6-16 VDC
J6 U Secondary Power (Power_B) 9.6-16 VDC
13. FADEC Secondary Power ............................... OFF

31 October 2011
Troubleshooting
8-13.4. Boost Pump Relay Check
WARNING
Conduct this check in a well-ventilated area with no fuel
present to prevent ignition and combustion.
1. Fuel Selector Valve .......................................... OFF(CLOSED)
2. Master Power Switch ...................................... ON
3. BPMS ............................................................... AUTO
4. Insert one end of a jumper wire in pin N (Fuel Pump) of the J5 bulkhead connector.
Connect the opposite end of the jumper wire to a clean airframe ground. Listen for
the electric boost pump, it should be audibly operating. Remove the jumper wire
from the airframe ground, the boost pump should stop.
NOTE: The uninsulated end of the pin test lead wire will be electrically
energized while conducting this test. Use care to prevent the lead end
from coming in contact with conductive items that could be damaged by
electrical current.
5. Insert one end of a jumper wire in pin N (Fuel Pump) of the J6. Connect the opposite
end of the jumper wire to an airframe ground. Listen for the electric boost pump, it
should be audibly operating. Remove the jumper wire from the airframe ground.
The boost pump should stop.
7. BPMS .............................................................. OFF
8. Remove the pin test leads from the bulkhead connectors.

31 October 2011
Troubleshooting
8-14. FADEC Schematics
FADEC schematic diagrams are included for FADEC troubleshooting. Refer to the
airframe schematics for the cabin harness schematics.
8-14.1. Connector Layout
Figure 8-2. P1 and P2 50-pin connectors
Symbol
Pin Size 16 20 22
Figure 8-4. Contact Legend for Figure 8-5 and Figure 8-6
M A
B
L N P
C
K U V
R
D
J T S
E
H
G F
A
B
F
C
E
D
Figure 8-6. P9, 10, 11, and 12 6-pin connectors

31 October 2011
Troubleshooting
8-14.2. Schematic Symbol Legend
1 Connector Pin Reference
2
Two wires terminated in a single pin
2
Continuation page reference for

1
signal
Plug and pin reference from
P1-1 signal originating on another
page.
Shielded wire
Untwisted, shielded pair
Twisted, shielded pair
Twisted, shielded triplet
Tie point (splice)
Termination point

31 October 2011
Troubleshooting
3
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56B% :+,7(%/8( (&8B56B%

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1&B%B6,* :+,7( (&8B1&B%B6,*

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Figure 8-7. Electronic Control Unit #1

31 October 2011
Troubleshooting
3
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Figure 8-8. Electronic Control Unit#2

31 October 2011
Troubleshooting
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Figure 8-9. Fuel Control

31 October 2011
Troubleshooting
3 -
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3
(&8B3)8(/B%B571 :+7%/8$:* ) ) *1'
)XHO3UHVVXUH6HQVRU
3
(&8B30$1B$B(;& :+725$:*
3 $ $ 32:
(&8B30$1B$B6,* :+7$:*
3 % % 6,*
(&8B30$1B$B571 :+7%/8$:*
3 & & *1' 3UHVVXUH
3 (&8B30$1B$B(;& :+725$:* ' ' 32: 6HQVRU
(&8B30$1B$B6,* :+7$:*
3 ( ( 6,*
(&8B30$1B$B571 :+7%/8$:* ) ) *1'
3
0DQLIROG3UHVVXUH6HQVRU
3 -
(&8B30$1B%B(;& :+725$:*
3 $ $ 32:
(&8B30$1B%B6,* :+7$:*
3 % % 6,*
(&8B30$1B%B571 :+7%/8$:*
3 & & *1' 3UHVVXUH
3
(&8B30$1B%B(;& :+725$:* ' ' 32: 6HQVRU
(&8B30$1B%B6,* :+7$:*
3 ( ( 6,*
(&8B30$1B%B571 :+7%/8$:* ) ) *1'
3
0DQLIROG3UHVVXUH6HQVRU
Figure 8-10. Pressure Sensors

31 October 2011
Troubleshooting
0DQLIROG
7HPSHUDWXUH
(&8B70$1B$B6,* 5('$:* 5('$:*
3
(&8B70$1B$B571 :+,7($:* :+,7($:*
3
(&8B70$1B$B6,* %/8($:*
3
(&8B70$1B$B571 :+,7($:*
3
0DQLIROG
7HPSHUDWXUH
(&8B70$1B%B6,* %/8($:* 5('$:*
3
(&8B70$1B%B571 :+,7($:* :+,7($:*
3
(&8B70$1B$B6,* 5('$:*
3
(&8B70$1B$B571 :+,7($:*
3
3 (&8B7&+BB6,* 5('$:*

(&8B7&+BB571 :+,7($:* &+7
3
3 (&8B7&+BB6,* 5('$:*

(&8B7&+BB571 :+,7($:* &+7
3
3 (&8B7&+BB6,* 5('$:*

(&8B7&+BB571 &+7
3 :+,7($:*
3 (&8B7&+BB6,* 5('$:*

(&8B7&+BB571 &+7
3 :+,7($:*
3 (&8B7(;+BB+, <(//2:$:* &K
(&8B7(;+BB/2 (*7
3 5('$:* $O
3 (&8B7(;+BB+, <(//2:$:* &K
(&8B7(;+BB/2 (*7
3 5('$:* $O
(&8B7(;+BB+, <(//2:$:* &K

3
(&8B7(;+BB/2 5('$:* (*7
3 $O
(&8B7(;+BB+, <(//2:$:* &K

3
(&8B7(;+BB/2 5('$:* (*7
3 $O
Figure 8-11. Temperature Sensors

31 October 2011
Troubleshooting
3
(&8B1&B$B571 :+7$:* (&8B1&B$B571
3
(&8B1&B$ :+7%/8$:* (&8B1&B$
3
(&8B1(B$B571 :+7$:* (&8B1(B$B571
3
(&8B1(B$ :+7%/8$:* (&8B1(B$
3
(&8B1&B$B571 :+7$:* (&8B1&B$B571
3
(&8B1&B$ :+7%/8$:* (&8B1&B$
3
(&8B1(B$B571 :+7$:* (&8B1(B$B571
3
(&8B1(B$ :+7%/8$:* (&8B1(B$
3
6SHHG6HQVRU$VVHPEO\&RQQHFWRU$

66$B32:(5B$ :+7$:* 66$B32:(5B$

38
66$B*1'B$ :+7%/8$:*
39
66$B*1'B$

66$B32:(5B% :+7$:* 66$B32:(5B%

38
66$B*1'B% :+7%/8$:* 66$B*1'B%
39

3
(&8B1&B%B571 :+7$:* (&8B1&B%B571
3
(&8B1&B% :+7%/8$:* (&8B1&B%
3
(&8B1(B%B571 :+7$:* (&8B1(B%B571
3
(&8B1(B% :+7%/8$:* (&8B1(B%
3
(&8B1&B%B571 :+7$:* (&8B1&B%B571
3
(&8B1&B% :+7%/8$:* (&8B1&B%
3
(&8B1(B%B571 :+7$:* (&8B1(B%B571
3
(&8B1(B% :+7%/8$:* (&8B1(B%
3
6SHHG6HQVRU$VVHPEO\&RQQHFWRU%

66$B32:(5B$ :+7$:* 66$B32:(5B$

35
66$B*1'B$ :+7%/8$:*
36
66$B*1'B$

66$B32:(5B% :+7$:* 66$B32:(5B%
35
66$B*1'B% :+7%/8$:* 66$B*1'B%
36

Figure 8-12. Speed Sensor Assembly

31 October 2011
Troubleshooting
(&8B32:(5B$ :+7$:* 32:(5B$

3 $
*1' :+7%/8$:* *1'
3 %
(&8B32:(5B% :+7$:* 32:(5B%
3 &
*1' :+7%/8$:* *1'
3 '
(&8B56B$ :+7$:* 56B$
3 (
(&8B56B% :+7%/8$:* 56B%
3 )
(&8B)$8/7B :+7$:* )$8/7B
3 *
(&8B)$8/7B :+7%/8$:* )$8/7B
3 +
(&8B(1$%/(B :+7$:* (1$%/(B
3 -
(&8B(1$%/(B :+7%/8$:* (1$%/(B
3 . 3
7+527B326B6:B/$03 :+7$:* :27B/$03
3 /
0
(&8B)8(/B5(/$< :+7$:* )8(/B3803
3 1
3
66$B32:(5B$ :+7$:* 32:(5B$
3 5
66$B*1'B$ :+7%/8$:* *1'B$
3 6
7
66$B32:(5B$ :+7$:* 32:(5B$
3 8
66$B*1'B$ :+7%/8$:* *1'B$
3 9
(&8B32:(5B$ :+7$:* 32:(5B$
3 $
*1' :+7%/8$:* *1'
3 %
(&8B32:(5B% :+7$:* 32:(5B%
3 &
*1' :+7%/8$:* *1'
3 '
(&8B56B$ :+7$:* 56B$
3 (
(&8B56B% :+7%/8$:* 56B%
3 )
(&8B)$8/7B :+7$:* )$8/7B
3 *
(&8B)$8/7B :+7%/8$:* )$8/7B
3 +
(&8B(1$%/(B :+7$:* (1$%/(B
3 -
(&8B(1$%/(B :+7%/8$:* (1$%/(B
3 . 3
/
0
(&8B)8(/B5(/$< :+7$:* )8(/B3803
3 1
3
66$B32:(5B% :+7$:* 32:(5B%
3 5
66$B*1'B% :+7%/8$:* *1'B%
3 6
7
66$B32:(5B% :+7$:* 32:(5B%
3 8
66$B*1'B% :+7%/8$:* *1'B%
3 9
Figure 8-13. Bulkhead Connector

31 October 2011
Engine Preservation and Storage
Chapter 9. Engine Preservation and Storage
9-1. Preserving and Storing an Engine
An engine which has been uncrated and not installed and/or operated within 30 days after
uncrating should be placed in storage. There are separate instructions for temporary (from
30 days up to 90 days) and indefinite (90 days or more) storage.
9-1.1. Engine Preservation Checklist
Make a copy of the “Engine Preservation Checklist” on page 9-5 and record the serial
number, date placed in storage and projected inspection dates for each engine placed in
storage. The checklist covers a 90-day storage cycle. Complete a new checklist for each
90-day storage cycle and attach to the previous checklist to record inspections until the
engine is returned to service.
9-1.2. New or Unused Engine Storage
1. Determine the projected length of storage and refer to the appropriate section for
preservation instructions.
a. If the engine storage period is less than 90 days, follow the “Temporary Storage”
b. If the engine storage period is greater than 90 days, follow the “Indefinite
Storage” instructions in Section 9-1.4.
2. After preservation, cover the engine with a plastic bag.
3. Install and attach the container cover to the base (if not already done).
9-1.3. Temporary Storage
Continental Motors defines temporary storage as a period of 30 to 90 days when the
engine will not be used. If the storage period is likely to exceed 90 days, prepare the
engine for long term storage according to Section 9-1.4.
1. Perform an oil change according to the “Engine Oil Servicing” instructions in
Section 6-3.8. Service the engine to the proper sump capacity with oil conforming to
MIL-C-6529 Type II.
WARNING
If a preheater is used to warm the engine, do not leave the
preheater on for longer than 24 hours to prevent corrosion.
2. Perform an “Engine Start” and “Ground Run-up” according to the instructions in
Section 7-3.2 and Section 7-3.3, respectively.
3. Perform a Preflight Inspection; correct any discrepancies noted.
4. Fly the aircraft for one hour at normal operating temperatures.
5. Allow the engine to cool after flight.
6. Disconnect and remove all spark plug leads.
7. Remove the upper spark plugs from the engine.

31 October 2011
8. Cover the ignition leads with AN-4060 protectors.
WARNING
Disconnect all spark plug leads, place the Throttle in the
CLOSED position, set the brake and chock the aircraft wheels.
Install aircraft tie-downs, Do not stand or place equipment
within the arc of the propeller.
9. With the piston at the Bottom Dead Center position, use a common garden sprayer
with clean reservoir and nozzle to spray atomized cylinder preservation oil that
meets MIL-P-46002, Grade 1 through the upper spark plug hole of each engine
cylinder, with the pistons at bottom dead center. Rotate the crankshaft as opposite
cylinders are sprayed.
10. Stop the crankshaft at a position where no pistons are at Top Dead Center.
11. Spray each cylinder again; thoroughly coat all interior cylinder surfaces by moving
the nozzle from top to bottom of the cylinder while spraying. When all cylinders
walls are thoroughly coated, ensure no piston is positioned at Top Dead Center.
12. Install the top spark plugs; do not install the spark plug leads.
13. Seal all engine openings exposed to the atmosphere using suitable plugs and covers.
Attach a “REMOVE BEFORE FLIGHT” streamer to each location.
14. Attach a tag in a prominent location on the engine, preferably the propeller (or
storage container, if installed) with the following information:
DO NOT TURN PROPELLER - ENGINE PRESERVED
(preservation date)
15. Indicate the status of new or rebuilt engines which have not been placed in service
on the preservation tag.
NOTE: If the engine is not returned to service within 90 days of initial
temporary storage, it must be preserved according to the “Indefinite
Storage” instructions in Section 9-1.4.

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

31 October 2011
15. Affix a readily visible tag to the propeller (or storage container, if installed) with the
following information:
DO NOT TURN PROPELLER - ENGINE PRESERVED
(preservation date)
16. Indicate the status of new or rebuilt engines which have not been placed in service
on the preservation tag.
17. Make a copy of the “Engine Preservation Checklist”on page 9-5. Enter the serial
number, storage date and next inspection due date on the form. Attach the form to
the engine.
18. For indefinite storage, visually inspect the dehydrator plugs at 15-day intervals.
Change the dehydrator plugs at the first indication (if any plug is not dark blue,
replace the dehydrator plug) of color change. If more thane half the dehydrator plugs
change color, replace all desiccant material on the engine.
19. Repeat application of cylinder preservative application at 90 intervals.
9-1.5. Return an Engine to Service after Storage
1. Remove seals and desiccant bags.
2. Remove cylinder dehydrators (or plugs) from upper and lower spark plug holes.
Section 6-3.8. Service the engine to the proper sump capacity with oil conforming to
MIL-C-6529 Type II (Break-in oil - SAEJ 1966 non-dispersant mineral oil).
4. Rotate propeller several revolutions by hand to remove preservative oil.
5. Service and install spark plugs and leads according to the “Ignition System
Maintenance” instructions in Section 6-3.9.
6. Clean and service engine and aircraft according to the airframe manufacturer's
instructions. Perform a visual inspection and correct any discrepancies noted.
8. Perform an “Engine Operational Check” according to instructions in Section 6-3.7;
correct any discrepancies.
9. Perform a “Flight Check and Break-In” according to instructions in Section 7-2.3;
correct any discrepancies before releasing the aircraft for normal service.
10. Change engine oil and filter after first 25 hours of operation.

31 October 2011
Table 9-1. Engine Preservation Checklist
Engine Serial Number: Date Placed in Storage
Inspection Completion
Inspection Item Status Due Date Date Performed by
Engine preserved and stored
according to the instructions in
Section 9-1.4 YES N/A / /
PASSED
15 day inspection CORRECTED / / / /
PASSED
PASSED
PASSED
PASSED
PASSED
PASSED
90 day cylinder treatment CORRECTED / / / /
PASSED
Engine removed from storage CORRECTED / / / /
* Check condition of dehydrator plug for discoloration. Contents should be dark blue in color. If plugs are discolored, remove and
replace with new plugs. If more than half the dehydrator plugs on the engine require replacement, remove and replace the desiccant
bags in the exhaust pipes with fresh desiccant bags and reseal the exhaust pipe.
** Treat each cylinder bore with MIL-P-46002, Grade 1. With the piston at the bottom dead center position, use a clean garden sprayer
to spray atomized cylinder preservation oil that meets MIL-P-46002, Grade 1 (at room temperature) through the upper spark plug
hole of each engine cylinder. Thoroughly cover all interior cylinder surfaces by moving the nozzle from top to bottom. Rotate the
crankshaft as opposite cylinders are sprayed. Leave no piston positioned at top dead center.
Inspector Notes:

31 October 2011

31 October 2011
Non-Overhaul Repair and Replacement
Chapter 10.Non-Overhaul Repair and Replacement
10-1. Parts Replacement
NOTE: The procedures in this section apply to instances exclusive of
overhaul when parts can be repaired or replaced, on condition. The “Non-
Overhaul Parts Replacement Reference” (Table 10-3) indicates items that
must be replaced and respective procedural references. Table 10-2
indicates repairable items and respective procedural references.
WARNING
Before performing any service, repair, or maintenance on the
engine, disconnect engine electrical power. If engine electrical
power is not disconnected, a faulty ignition circuit could allow
the engine to start and the propeller to rotate. Do not stand or
place equipment within the arc of the propeller.
NOTE: Adhere to the service limits in this section, where applicable, with
the repair and replacement procedures for component serviceability. If
service limits are not provided, you must use the Overhaul Limits (new
part limits) in Appendix D when performing maintenance repairs. The
service limits in this section apply only to maintenance procedures and in
many cases are not identical to the more stringent new part tolerances in
Appendix D.
Table 10-1. Parts Handling Guidelines
Part/Components Handling Instructions
Parts that require protection from atmospheric dust and moisture should be wrapped
Wrapped new or rebuilt
or boxed after they are inspected acceptance inspection and remain wrapped until
parts
installation.
Handle spark plugs with clean, dry hands. If a spark plug is dropped or damaged,
Spark plugs
discard it. Do not install dropped or damaged spark plugs.
Electronic Control Units and Speed Sensor Assemblies are classified as ESD parts,
Electrostatic Sensitive sensitive to electrostatic discharge. Use of an ESD wrist strap is recommended. If no
Devices (ESD) ESD wrist strap is available, the handler should ground themselves to the airframe
frequently before and during ESD parts handling.
Table 10-2. Non-Overhaul Parts Repair Reference

Item That Can Be Repaired Reference
Cylinder “Engine Cylinder Maintenance” in Section 10-7.
Crankcase cracks “Crankcase Repair” in Section 10-9.
“Engine Low Voltage Harness Lead Wire Repair and Sensor Replacement” in
FADEC electrical harness wiring
Section 10-10
Oil Pump “Oil Pump Repair or Replacement” in Section 10-6.1
Oil Sump and Suction Tube “Oil Sump or Oil Suction Tube Repair and Replacement” in Section 10-6.3.
Oil cooler Refer to the airframe manufacturer’s instructions

31 October 2011
Table 10-3. Non-Overhaul Parts Replacement Reference
Alternator “Alternator Replacement” in Section 10-5
Crankcase and cylinder studs Appendix C
In Chapter 15, the following sections:
Section 15-7.9.3, “Crankcase Cylinder Deck Stud Helical Coil Installation”
Section 15-7.9.4, “Crankcase Cylinder Deck Stud Replacement”
Crankcase helical coils Appendix C
Section 15-7.9.3, “Crankcase Cylinder Deck Stud Helical Coil Installation”
Crankshaft Nose Oil Seal “Crankshaft Nose Oil Seal Replacement” in Section 10-8.
Cylinder (individual cylinder “Engine Cylinder Maintenance” in Section 10-7.
replacement, not overhaul)
“Electronic Control Unit (ECU) Removal” in Section 10-11.4 and
Electronic Control Units
“ECU Installation” in Section 10-11.5.
Engine mounts Airframe manufacturer's instructions
Exhaust tailpipe Airframe manufacturer's instructions
Fuel distribution block “Fuel Distribution Block Replacement” in Section 10-3
Fuel Injectors (See also “Parts “Fuel Injector Removal” in Section 10-11.10 and “Fuel Injector Installation” in
Handling Guidelines” in Table 10- Section 10-11.11.
1.)
Fuel Pump “Fuel Pump Replacement” in Section 10-2.
Hydraulic Tappets (lifters) Steps within “Engine Cylinder Maintenance” in Section 10-7.
Oil Cooler Adapter “Oil Cooler Removal and Replacement” in Section 10-6.4.
Oil Cooler/Filter Adapter “Oil Cooler/Filter Adapter Removal” in Section 10-6.4.4. and
Oil Filter “Engine Oil Servicing” in Section 6-3.8
Oil Filter Adapter Stud “Oil Filter Adapter Stud Replacement” in Section 15-7.7.3.
Oil Pump “Oil Pump Repair or Replacement” in Section 10-6.1
Oil Suction Tube “Oil Sump or Oil Suction Tube Repair and Replacement” in Section 10-6.3.
Oil Sump
Oil Pressure Relief Valve “Oil Pressure Relief Valve Repair and Replacement” in Section 10-6.5.
Oil Temperature Control Valve “Oil Temperature Control Valve Inspection and Replacement” in Section 10-6.6.
Starter “Starter Replacement” in Section 10-4

31 October 2011
10-2. Fuel Pump Replacement
10-2.1. Fuel Pump Removal
WARNING
Turn the ignition switch OFF and disconnect engine electrical
power before commencing maintenance. Do not stand or place
1. Disconnect the fuel hose connections at the fuel pump fittings. Note the orientation
of the fittings in the fuel pump.
2. Disconnect electrical power to the engine and verify the Ignition Switch is OFF.
3. Remove the attaching hardware and gasket; discard the gasket.
4. Inspect the fuel pump drive coupling using the Service Limits in Table 10-4.
Replace parts which do not meet service limit specifications.
Figure 10-1. Fuel Pump Drive Coupling

Table 10-4. Fuel System Service Limits
Index Part Service Limits (inches)
1 Fuel pump adapter pilot in crankcase ......................................................diameter: 0.006L
2 Fuel pump body pilot in adapter ...............................................................diameter: 0.0045L
3 Oil seal in adapter ...................................................................................diameter: 0.002T
4 Fuel pump drive shaft in impeller shaft.....................................................diameter: 0.016L
5 Fuel pump drive shaft in vacuum pump drive gear tooth........................ clearance: 0.060L
6 Vacuum pump driven gear in crankcase ................................................ clearance: 0.005
7 Vacuum pump driven gear in crankcase ..................................................diameter: 0.8155
8 Vacuum pump drive gear to camshaft ......................................................backlash: 0.014
T= Tight L=Loose

31 October 2011
10-2.2. Fuel Pump Installation
WARNING
equipment within the arc of the propeller
1. Disconnect engine electrical power; turn the Ignition Switch to the OFF position.
2. Apply F/I sealant to the fuel pump fitting threads; Install the fuel pump fittings,
oriented in the same manner as on the removed pump; torque the fittings according
to Appendix B.
3. Apply Molyshield Grease to the fuel pump drive coupling (Figure 10-2) (2).
4. Install the fuel pump drive coupling (2) in the fuel pump.
5. Apply a thin translucent coat of Gasket Maker to the mating surface of the crankcase
and new gasket (3). Install a new gasket (3) on the fuel pump (1).
6. Lubricate the fuel pump cavity with clean 50 weight aviation engine oil.
7. Install the fuel pump (2) on the crankcase with washers (Figure 10-3) (23), new lock
washers (22), and nuts (21). Torque the fastening nuts (21) to Appendix B
specifications.
8. Connect the aircraft fuel supply to the fuel pump inlet fitting (Figure 10-2) (7).
Connect the fuel pump outlet hose (Figure 10-3) (14) to the pump outlet fitting (5).
Figure 10-2. Fuel Pump with Fittings

1 Fuel Pump 3 Gasket 5 Swivel Elbow 7 45° Elbow
2 Fuel Pump Drive Shaft 4 90° Elbow 6 45° Elbow 8 45° Elbow

31 October 2011
9. Connect the aircraft vapor return hose to the vapor return fitting (Figure 10-2) (6).
Connect the aircraft fuel drain hose to the drain fitting (8).
10. Torque the fitting and hose connections to Appendix B specifications.
11. Perform a fuel system leak check with the aircraft boost pump ON.
12. Perform an “Engine Operational Check” according to the instructions in Section 6-
3.7.

1 Fuel Injection System 10 Fuel Line Cyl #2 19 Tee Fitting 28 Lock Nut
2 Fuel Pump w/fittings 11 Fuel Line Cyl #3 20 Screw 29 Bracket
3 Throttle Assembly 12 Fuel Line Cyl #4 21 Nut 30 Fillister Head Screw
4 Fuel Distribution Block 13 Fuel Hose 22 Lock Washer 31 Washer
5 Fuel Filter Assembly 14 Fuel Hose 23 Washer 32 Fillister Head Screw
6 Shaft 15 Fuel Hose 24 Cushion Clamp 33 Lock Washer
7 Gasket 16 Fuel Hose 25 Cushion Clamp
8 Solenoid Valve 17 90° Elbow Fitting 26 Bolt
9 Fuel Line Cyl #1 18 90° Elbow Fitting 27 Washer

31 October 2011
10-3. Fuel Distribution Block Replacement
The fuel distribution block distributes fuel to the four fuel injector nozzles from the fuel
pump. A filter within the fuel distribution block prevents contaminants larger than 20
microns from reaching the fuel injectors. There are no control or metering components
within the fuel distribution block.
10-3.1. Fuel Distribution Block Removal
WARNING
1. Disconnect engine electrical power; verify the Ignition Switch is turned OFF.
2. Position the fuel selector valve to the OFF position.
3. Disconnect the hose(s) (Figure 10-3) (13 & 15) from the fuel distribution block inlet
and outlet and place protective caps on the ends of the fittings.
4. Disconnect the fuel lines (9, 10, 11 & 12) from the fuel distribution block; place
protective caps on the ends of the fittings.
5. Remove the bolts (Figure 17-8) (3), washers (5), and nuts (6) securing the fuel
distribution block bracket to the crankcase backbone.
6. Refer to the “Fuel Distribution Block Disassembly” instructions in Section 13-1.1
and “Fuel Distribution Block Assembly” instructions in Section 16-1.1.
10-3.2. Fuel Distribution Block Installation

1. Purge the fuel lines to avoid fuel system contamination according to the “Fuel
System Purge” instructions in Section C-9.1.
2. Lubricate the threads of the mounting bolts with 50-wt. aviation engine oil and
install the fuel distribution block assembly on the crankcase backbone at fastener
positions 39 & 41 with bolts (Figure 17-8) (3) and washers (5) through the 1-3 side
of the crankcase. Place a washer (5) and nut (6) on each bolt and torque the fasteners
to Appendix B specifications.
3. Sparingly apply Part No. 646943 anti-seize lubricant all except the first two threads
of the fuel line (Figure 10-3) (9, 10, 11 & 12) male fitting threads. Install the fuel
lines in the appropriate ports of the fuel distribution block assembly and torque the
fuel lines to Appendix B specifications.
4. Sparingly apply Part No. 646943 anti-seize lubricant all except the first two threads
of the male threads of the fuel distribution block inlet and outlet fittings. Install the
fuel inlet hose (13) on the fuel distribution block and torque the hose “B” nut to
5. Repeat step 1 to eliminate any possible contamination.

31 October 2011
6. After all fuel line and hose connections are complete, turn the aircraft boost pump
on and check the fuel system for leaks.
3.7.

31 October 2011
10-4. Starter Replacement
10-4.1. Starter Removal
WARNING
1. Disconnect engine electrical power; verify the Ignition Switch is turned OFF.
2. Disconnect the aircraft battery and electrical cable from the starter motor in
accordance with the airframe manufacturer's instructions.
3. Remove the bolt (Figure 10-4) (7), lock washer (4), and washers (6) from the rear of
the accessory case and the rear engine lifting eye. Discard the lock washers.
4. Remove three sets of nuts (5), lock washer (4), washers (3) and spacers (8) from the
starter mounting flange. Carefully remove the starter motor assembly without
damaging the mounting stud threads. Discard the lock washers.
5. Remove and discard the gasket (1).
NOTE: The IOF-240 starter is not field serviceable. A malfunctioning
starter may only be corrected with a replacement unit.
6. Replace a malfunctioning starter with a new or rebuilt starter or have the starter
overhauled by an FAA certified Part 145 Repair Station.
10-4.2. Starter Installation
WARNING
1. Perform a “Gear Tooth Inspection” on the face gear according to instructions in
Section 15-3.1.
CAUTION: Apply Gasket Maker sparingly to the accessory case to
prevent contaminating the engine oil system.
2. Apply a translucent coat of Part No. 645942 Gasket Maker to the accessory case
mating surface of the new gasket (Figure 10-4) (1) according to the “Gasket
Maker® Application” instructions in Appendix C-10.
3. Install the new gasket (1) on the accessory case.
4. Place a new lock washer (4), followed by a plain washer (6) on two mounting
bolts (7). Insert the assembled fasteners through the rear lifting eye mounting holes.
Place two additional washers (6) on each bolt.
5. Align the rear lifting eye and fasteners (7, 6, lifting eye, 6 & 6) with the upper
accessory case mounting bosses and insert the lifting eye, with fasteners through the
front of the accessory case.

31 October 2011
CAUTION: There should be little or no resistance inserting the
starter in the accessory case. If the starter mounting flange will not
mate with the accessory case without resistance, remove the starter
from the opening and inspect for obstructions. Forcing the starter
against the accessory case may damage the gear assemblies.
6. Align the starter drive gear with the camshaft gear teeth and insert the starter in the
accessory case until the bolt threads contact the starter. Start the bolts by hand and
slide the starter the rest of the may into the accessory case flange.
7. Place a spacer (8), plain washer (3), lock washer (4) and nut (5) on the lower
mounting stud and hand tighten the nut (5).
8. Torque the mounting hardware (5 & 7) to Appendix B specifications.
9. Verify the integrity of the electrical cable. Replace frayed or cracked wiring.
10. Reconnect the electrical cable and aircraft battery in accordance with the airframe
11. Verify starter operation with the “Engine Start” instructions in Section 7-3.2.
Figure 10-4. Starter Assembly

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

31 October 2011
10-5. Alternator Replacement
Replace the alternator if it fails to deliver the correct voltage and amperage to the aircraft
electrical system. IOF-240-B engines are equipped with either a direct drive rear mounted
alternator or a front-mounted, belt driven alternator. Follow the procedure that matches
your engine configuration.
10-5.1. Direct Drive Alternator Removal
WARNING
Turn the Ignition Switch OFF, disconnect engine electrical
power before commencing maintenance to avoid
uncommanded engine starts during maintenance. Do not stand
or place equipment within the arc of the propeller.
1. Disconnect the electrical connections from the alternator according to the aircraft
2. Remove the tach drive adapter (or cover) from the accessory case according to
3. Remove three nuts (Figure 10-5) and washers (4).
4. Remove the alternator (1) from the crankcase.
6. Clean the gasket residue from the accessory case mounting surface.
7. Remove the cotter pin (8) and nut (7). Discard the cotter pin (8).
8. Remove the hub assembly (6) from the alternator shaft.
9. Remove and discard the Woodruff key (4).
10. Return the alternator core for credit.

31 October 2011
Figure 10-5. Direct Drive Alternator

3 Washer 6 Alternator Coupling Hub 9 Lock Washer 12 Terminal Nut
10-5.2. New Alternator Preparation

1. Install a new Woodruff key (Figure 10-5) (5) in the slotted shaft of the alternator.
2. Align the hub assembly (6) key way with the woodruff key and slide the hub
assembly on to the shaft.
3. Lubricate the alternator drive shaft threads with clean 50-wt. aviation engine oil.
Install the castellated nut (7) on the shaft and hand tighten the nut.
4. Secure the drive hub assembly with Ideal Aviation Part No. 9001-IA Alternator
Drive Hub Spanner Wrench to prevent the hub from rotating while the castellated
nut (7) is torqued; adjust the spanner wrench bolts using finger pressure only - do
not torque the bolts.
5. Using a currently calibrated torque wrench, torque the nut (7) to the lower limit
specified in Appendix B. If the cotter pin does not align, gradually increase torque to
align the castellated nut with the cotter pin hole. If alignment cannot be achieved
within the torque limits, replace the nut (7). Do not over torque!
6. Install a new cotter pin (9) according to instructions inAppendix C-8.
7. Perform a “Alternator Drive Hub Slippage Inspection” according to instructions in
Section 15-6.5.

31 October 2011
10-5.3. Direct Drive Alternator Installation
1. Perform a “Gear Tooth Inspection” on the crankshaft gear according to instructions
in Section 15-3.1.
2. Install the drive hub assembly on the alternator according to the “New Alternator
Preparation” instructions in Section 10-5.2.
mating surface of the new gasket according to the “Gasket Maker® Application”
instructions in Appendix C-10.
4. Install the alternator (Figure 10-5) (1) on accessory case studs with a new gasket (2).
WARNING
Forceful alternator installation can cause gear damage or
mount lug failure. If interference exists, inspect the mounting
studs for bending; replace bent studs.
5. Verify the alternator enters the crankcase without binding and the mounting flange
seats properly against the crankcase. Do not use force the alternator in the cavity. Do
not attempt to tighten the alternator mounting fasteners if the flange does not seat
against the crankcase. If the mounting studs do not align with the mounting lug
holes, inspect the studs with a tool maker's square.
6. Verify the alternator pilot enters the accessory case pilot bore squarely. Do not force
the alternator pilot to fit into the pilot bore.
7. Secure the alternator to the accessory cae with washers (3) and new lock nuts (4);
torque the nuts (4) to Appendix B specifications.
8. If the alternator had a grounding strap when it was removed, install the grounding
strap when installing the alternator.
9. Install the tach drive adapter (or cover) according to instructions in Section 10-6.2.

31 October 2011

31 October 2011
10-5.4. Belt-Driven Alternator Removal
1. Cut and remove the safety wire from the drilled head bolt (Figure 10-6) (10). Loosen
the bolt (12) at the outboard end of the alternator adjustable bracket (7).
2. Remove the alternator drive belt (11) from the alternator drive sheave (13) and
alternator (1).
3. Remove the bolt (12) and washer (10) from the alternator adjustable bracket (7)
4. Remove the pivot bolt (4), washer (5), and nut (6) fastening the alternator (1) to the
mounting bracket (2).
10-5.5. Alternator Bracket Removal
1. Remove the alternator and drive belt from the engine according to instructions in
Section 10-5.7.
2. Remove the through-bolt nuts ()() and washers () from the bracket (2).
3. Remove the bolt (), washers (), and nuts () from the crankcase backbone.
10-5.6. Alternator Bracket Installation
1. Align the alternator mounting bracket (2) with the forward through bolts (Figure 17-
7 positions 9 & 12) on the 1-3 side of the crankcase. Insert the spacer (3) (narrow
end next to the crankcase) between the crankcase and the bracket. Insert a 3/8-inch
bolt (Figure 17-8) (1) and washer (5) from the 1-3 side of the engine through the
bracket (Figure 10-6)(2), spacer (3) and crankcase backbone. Secure the front of the
bracket (Figure 10-6) (2) to the crankcase with a washer (Figure 17-8)(5) and nut
(6). Torque the nuts to Appendix B specifications.
2. Place a washer and through-bolt nut on the remaining two through-bolts at
crankcase position 9 and 12.
3. Install the adjustable bracket (7) on the back side of the lower mounting bracket (2)
boss with a bolt (9) and new lock washer (8); do not torque at this time.
10-5.7. Belt-Driven Alternator Installation
NOTE: If the alternator had a grounding strap when it was removed,
install the grounding strap when installing the alternator.
1. Align the alternator (Figure 10-6) (1) with the mounting bracket (2) upper mounting
boss. Insert a bolt (4) through the front side of the bracket and alternator. Secure the
alternator to the bracket with a washer (5) and nut (6); do not torque at this time.
2. Raise the alternator (1) and adjustable bracket (7) until the alternator mounting boss
and the slot in the adjustable bracket align. Insert a bolt (12) with washer (10)
through the adjustable bracket (7) and thread the bolt in to the alternator mounting
boss; do not torque at this time.
3. Install the alternator drive belt (11) on the drive sheaves.
4. Raise the alternator to apply 50-75 lbs. of tension to the drive belt (11). Temporarily
tighten the bolt (12) to maintain belt tension.

31 October 2011
5. Check belt tension mid-span for 50-75 lbs. with a push-pull gauge; adjust if
necessary.
6. When belt tension is properly adjusted, torque the bolts (4, 9 & 12) to Appendix B
specifications.
7. Safety wire the adjustment bolt (12) to the slot in the adjustable bracket (7)
according to the “Safety Wiring Hardware” instructions in Appendix C-4.
Figure 10-6. Belt Driven Alternator

1 Alternator 5 Washer 9 Bolt 13 Sheave
2 Mounting Bracket 6 Nut 10 Washer 14 Split Sheave
3 Spacer 7 Adjustable Bracket 11 Lock Washer 15 Screw
4 Bolt 8 Lock Washer 12 Bolt 16 Nut

31 October 2011
10-6. Lubrication System Repair
NOTE: For most installations, the engine must be removed from the
engine to access the oil pump (accessory case) or remove the oil sump.
10-6.1. Oil Pump Repair or Replacement
WARNING
NOTE: Access to the oil pump requires removal of the accessory case
which may require removal of the engine from the airframe.
1. Disconnect electrical power to the engine and ensure the Ignition Switch is turned
OFF.
2. Remove the engine from the airframe according to the “Engine Removal”
3. Remove the starter from the engine according to the “Starter Removal” instructions
in Section 12-6.
4. Remove the gear driven alternator from the engine according to the “Alternator
Removal” instructions in Section 12-7.
5. Remove the oil sump from the engine according to the “Oil Sump Removal”
6. Remove the engine accessory case from the engine according to the “Accessory
Case Removal” instructions in Section 12-9.
7. Disassemble the accessory case according to the “Accessory Case Disassembly”
8. Inspect the oil pump according to the “Lubrication Component Service Limits” in
Section 10-6.7. Replace parts that do not meet the dimension inspection
requirements.
9. When repairs are complete, install the oil pump and reassemble the remainder of the
accessory case according to the “Accessory Case Assembly” instructions in
Section 16-5.
10. Install the accessory case according to the “Accessory Case Installation”
11. Install the oil sump according to the “Oil Sump Installation” instructions in
Section 17-10.
12. Install the starter according to the “Starter Installation” instructions in Section 17-9.
13. Install the gear driven alternator according to the “Alternator Installation”

31 October 2011
14. Reinstall the engine in the airframe according to the “Engine Installation”
15. When maintenance is complete, perform an Engine Operational Check according to
instructions in Chapter 6, Operational Performance Checks.
Figure 10-7. Oil Pump Assembly

1 Oil Pump Driver Gear 4 Tab Washer
2 Oil Pump Driven Gear 5 Bolt
3 Oil Pump Cover

31 October 2011
10-6.2. Tachometer Drive Adapter Replacement and Repair
WARNING
NOTE: Access to the oil pump requires removal of the accessory case
which may require removal of the engine from the airframe.
OFF.
2. Disconnect the airframe tachometer cable from the engine according to the airframe
3. Remove the gear drive alternator according to the instructions in Section 10-5.1 or
for installations with no gear driven alternator:
a. Remove three sets of lock nuts (Figure 10-8) (8) and washers (7); discard the
lock nuts (8).
b. Remove the alternator pad cover (6) from the accessory case.
4. Remove the three sets of lock nuts(3) and washers (2); discard the lock nuts (3).
5. Remove the tachometer drive adapter (or cover) (1) and gasket (5) from the
accessory case. Discard the gasket (5).
6. Clean the gasket residue from the accessory case.
7. Inspect the tachometer drive adapter and the shaft of the oil pump driven gear
extending through the accessory case according to the “Lubrication Component
Service Limits” in Section 10-6.7. Replace parts that do not meet the dimensional
specifications.
8. If the oil flange seal (4) is damaged, remove it from the tachometer drive adapter
with a blind bearing remover.
9. Visually inspect the tachometer drive adapter for cracks according to the “Visual
Inspection” instructions in Section 15-3. If cracks are discovered, replace the tach
drive adapter.
10. If no cracks are discovered during the visual inspection, perform a “Fluorescent
Penetrant Inspection” on the tachometer drive adapter according to the instructions
in Section 15-4 to verify the tachometer drive adapter is free of cracks.
11. If no cracks are discovered on the tachometer drive adapter, liberally lubricate the
perimeter of a new press a new oil flange seal (4) with 50 wt aviation engine oil and
press the new oil flange seal (4) in the tachometer drive adapter.
12. Repeat the “Fluorescent Penetrant Inspection” to ensure the tachometer drive
adapter housing was not cracked during the oil flange seal installation.

31 October 2011
mating surface of the new gasket (5) according to the “Gasket Maker® Application”
14. Install the gear driven alternator according to the instructions in Section 10-5 or if
no gear driven alternator is installed, install the alternator pad cover (6) on the
accessory case studs and secure with three sets of washers (7) and new lock nuts (8)
15. Install the serviceable tachometer drive adapter (1) on the accessory case studs with
three sets of washers (2) and new lock nuts (3).
16. Torque the lock nuts (3 and 8) to Appendix B specifications.
17. Connect the airframe tachometer cable to the engine according to the airframe
Figure 10-8. Tachometer Drive Adapter and Gasket

Tach Drive Adapter Cover OR 5 Alternator Gasket
1
Tach Drive Adapter Cover 6 Alternator Pad Cover
2 Washer 7 Washer
3 Lock Nut 8 Lock Nut
4 Oil Flange Seal

31 October 2011
10-6.3. Oil Sump or Oil Suction Tube Repair and Replacement
WARNING
OFF.
NOTE: For most engine installations, the engine must be removed to
remove the oil sump. Remove the engine from the airframe according to
instructions in Chapter 5.
Secure the Speed sensor assembly to the accessory case according to the
instructions in Chapter 12 while the Oil Sump is removed.
2. Remove the engine from the airframe according to the “Engine Removal”
3. Remove the Oil Sump from the engine according to the “Oil Sump Removal”
4. Inspect the oil sump and oil suction tube according to the “Lubrication Component
Service Limits” in Section 10-6.7. Replace parts that do not meet the dimensional
specifications.
Section 17-10.
6. When repairs are complete, install the oil suction tube according to the “Accessory
Case Assembly” instructions in Section 16-5.
Section 17-10.
8. Reinstall the engine in the airframe according to the “Engine Installation”
9. When maintenance is complete, perform an Engine Operational Check according to
instructions in Chapter 6, Operational Performance Checks.

31 October 2011
10-6.4. Oil Cooler Removal and Replacement
The oil cooler is an airframe component, refer to the airframe manufacturer’s instructions
for oil cooler replacement. The engine may be equipped with either an oil cooler adapter
or a combination oil cooler/oil filter adapter. Follow the appropriate removal and
installation instructions in Section 10-6.4.1 through Section 10-6.4.4 that apply to the
engine configuration.
WARNING
NOTE: Remove and replace the oil cooler according to the airframe

31 October 2011
10-6.4.1. Oil Cooler Adapter Removal
1. Drain the engine oil according to the “Engine Oil Servicing” instructions in
Section 6-3.8.
2. Remove the adapter fittings (Figure 10-10) (4) from the oil cooler adapter (2).
3. Remove the O-rings (3) from the fittings (4); discard the O-rings (3).
4. Cut, remove and discard the safety wire from the Oil Temperature Control Valve (6).
5. Remove the Oil Temperature Control Valve (6) from the oil cooler adapter (2).
6. Remove the gasket (5) from the Oil Temperature Control Valve (6) and discard the
gasket (5).
7. Remove the nuts (9), lock washers (8) and washers (7); discard the lock washers (8).
8. Remove the oil cooler adapter (2) from the crankcase.
9. Remove and discard the gasket (1) and clean the residue from the crankcase.
Figure 10-9. Through-bolt Torque Sequence
10-6.4.2. Oil Cooler Adapter Installation

1. Install the oil cooler adapter with a new gasket (Figure 10-10) (1) on the left
crankcase half at through-bolt location (Figure 10-9) 19A & 20 with plain washers
(7), new lock washers (8), and nuts (9); torque the nuts (9) to Appendix B
specifications.
2. Lubricate the threads and new fittings with 50-wt. aviation engine oil and install the
fittings (4) with new o-rings (3) in the oil cooler adapter; torque the fittings (4) to
3. Apply Part No. 646943 anti-seize lubricant to all except the first two threads of the
oil temperature control valve (6). Install the oil temperature control valve (6) with a

31 October 2011
new gasket and torque to Appendix B specifications. Safety wire the oil temperature
control valve to an adjacent fastener according to the instructions in Appendix C-4.
1. Service the engine with fresh oil according to the “Engine Oil Servicing”

1 Gasket 4 Adapter Fitting 7 Washer
2 Oil Cooler 5 Gasket 8 Lock Washer
3 O-Rings 6 Oil Temperature Control Valve 9 Plain Nut

31 October 2011
10-6.4.3. Oil Cooler/Filter Adapter Removal
1. Drain the engine oil according to the “Engine Oil Servicing” instructions in
Section 6-3.8.
2. Cut, remove and discard the safety wire from the oil temperature control valve
(Figure 10-11) (4).
3. Remove and discard the oil filter (12).
4. Remove the fittings (10 & 11) from the oil cooler/filter adapter (2).
5. Remove the plugs (13) from the upper ports on the oil cooler/filter adapter (2).
6. Remove the O-rings (9) from the fittings (10 & 11) and discard the O-rings (9).
7. Remove the Oil Temperature Control Valve (4) from the oil cooler/filter adapter (2).
gasket (3).
9. Remove the nuts (7), lock washers (6) and washers (5) from the oil cooler/filter
adapter (2). Discard the lock washers (6).
10. Remove the oil cooler/filter adapter (2) from the crankcase.
11. Remove and discard the gasket (1) and clean the residue from the crankcase.
10-6.4.4. Oil Cooler/Filter Adapter Installation

1. Install the oil cooler/filter adapter (Figure 10-11) (2) with a new gasket (1) on the 2-
4 (left) crankcase half at through-bolt position (Figure 10-9) 19A with plain washers
(5), new lock washers (6), and nuts (7); torque the nuts (7) to Appendix B
specifications.

31 October 2011
2. Lubricate the threads and new fittings (10 & 11) with 50-wt. aviation engine oil and
install the fittings (10 & 11) with new o-rings (9) in the oil cooler adapter; torque the
fittings (10 & 11) to Appendix B specifications.
plugs (13). Install the plugs in the three upper ports of the oil cooler/filter adapter.
Torque the plugs to Appendix B specifications.
4. Apply anti-seize lubricant to all except the first two threads of the oil temperature
control valve (4). Install the oil temperature control valve (4) with a new gasket and
torque to Appendix B specifications. Safety wire the oil temperature control valve to
an adjacent fastener according to the instructions in Appendix C-4.
5. Service the engine with fresh oil according to the “Engine Oil Servicing”

1 Gasket 6 Lock Washer 11 Adapter Fitting
2 Oil Cooler/Filter Adapter 7 Plain Nut 12 Oil Filter
3 Gasket 8 Lock Washer 13 Plug
4 Oil Temperature Control Valve 9 O-Rings
5 Plain Washer 10 Fitting

31 October 2011
10-6.5. Oil Pressure Relief Valve Repair and Replacement
WARNING
Turn the Ignition Switch OFF and disconnect engine electrical
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power
2. Cut, remove, and discard the safety wire from the oil pressure relief valve cap
(Figure 10-12) (9).
3. Remove the oil pressure relief valve cap (9) from the accessory case (1); remove and
discard the gasket (8).
4. Remove the spring (9) and plunger (30) from the cavity.
5. Clean the parts thoroughly according to the Cleaning instructions in Chapter 14.
6. Inspect the springs (6 & 7) for bends, corrosion, or damage; replace if necessary.
Check the spring tension using the Service Limits specified in Section 10-6.7.
7. Inspect the relief valve seat in the cavity of the accessory case for debris, nicks, or
gouges. If the relief valve seat exhibits nicks or gouges, remove the accessory case
from the engine, lap the seat according to instructions in Section 15-7.7.2. Inspect
the plunger face for nicks, gouges, or spalling; Smooth small nicks with crocus cloth
and rinse the residue from the plunger with mineral spirits.
8. Sparingly apply Part No. 646943 Anti-seize lubricant to the oil pressure relief valve
cap (9) threads.
9. Lubricate the inside and outside diameter of the plunger (5) with 50-wt. aviation
engine oil. Insert the smaller diameter spring (7) in the larger diameter spring (6).
Insert both springs in the well of the plunger (5).
10. Liberally lubricate the oil pressure relief valve boss with 50-wt. aviation engine oil
and insert the plunger (5), new springs (6 & 7) in the oil pressure relief valve boss.
Install the oil pressure relief valve cap (5) with a new copper gasket (8) in the oil
pressure relief valve boss. Torque the oil pressure relief valve cap to Appendix B
specifications. Safety wire the oil pressure relief valve cap (9) according to the
“Safety Wiring Hardware” instructions in Appendix C.

31 October 2011

1 Studded Crankcase Cover 6 Oil Press. Relief Valve Spring Tach Drive Adapter Cover OR 14 Lock Nut
10
2 O-Ring 7 Oil Press. Relief Valve Spring Tach Drive Adapter Cover 15 Alternator Pad Cover
3 Oil Suction Tube Assembly 8 Copper Gasket 11 Washer 16 Oil Flange Seal
4 Alternator Gasket 9 Oil Pressure Relief Valve Cap 12 Lock Nut
5 Plunger 13 Washer

31 October 2011
10-6.6. Oil Temperature Control Valve Inspection and Replacement
WARNING
1. Turn the Ignition Switch to the OFF position and disconnect engine electrical power
2. Cut, remove, and discard the safety wire from the oil temperature control valve
housing located on the oil cooler adapter (See Figure 10-10 or Figure 10-11).
3. Remove the oil temperature control valve.
4. Inspect the conical valve seat (Figure 10-13) of the oil temperature control valve for
scoring and nicks. If the valve is nicked or scored, replace the valve.
5. Visually inspect the oil temperature control valve seat in the oil cooler adapter.
6. Apply Part No. 646943 Anti-Seize Lubricant to the oil temperature control valve
threads as shown in Figure 10-13.
7. Install the oil temperature control valve with a new gasket.
8. Torque the oil temperature control valve to Appendix B specifications and safety
wire the oil temperature control valve to an adjacent fastener according to the
Figure 10-13. Oil Temperature Control Valve

31 October 2011
10-6.7. Lubrication Component Service Limits
The overhaul limits for lubrication components are shown in Table 10-5. Item numbers in
the first column correspond to the item numbers in Figure 10-7.
Figure 10-14. Lubrication System Limits

Table 10-5. Lubrication System Service Limits
Index Part (in Figure 10-14) Service Limits (inches)
1 Oil pump gears in housing .............................................................. end clearance: 0.0070L
2 Oil pump gears in housing........................................................................diameter: 0.0080L
3 Oil pump gear shafts in accessory case and plate...................................diameter: 0.40045L
4 Oil pump gear cavity.................................................................................diameter: 1.501
5 Oil pump gear shaft ..................................................................................diameter: 0.5630
6 Oil pump gear cavity......................................................................................depth: 0.8040
7 Square drive to camshaft gear ............................................................... clearance: 0.0135
8 Oil pump driver gear-to-driven gear..........................................................backlash: 0.025
9 Oil pressure relief valve spring (compressed to 1.58 inches........................... load: 15 Lbs.
T= Tight L=Loose

31 October 2011
10-7. Engine Cylinder Maintenance
These procedures apply only to instances where an individual engine cylinder is to be
replaced or serviced as a maintenance item and not for engine overhaul. Refer to Chapters
11 through 18 for instructions on replacing and/or repairing multiple engine cylinders.
10-7.1. Valve Train Removal
WARNING
1. Disconnect engine electrical power and turn the Ignition Switch to the OFF position.
2. Remove cowling and any airframe supplied accessories according to the airframe
manufacturer’s instructions to gain access to the cylinder.
3. Disconnect the battery according to the airframe manufacturer’s instructions.
4. Disconnect the ignition leads from the cylinder upper and lower spark plug.
5. Tag the propeller with the warning, “DO NOT TURN PROPELLER.”
6. Remove the Fuel Injection, Ignition, Induction and Exhaust System components
attached to the cylinder assembly which requires the disassembly to the “Engine
Disassembly” instructions in Chapter 12 and the applicable airframe manufacturer's
instructions.
7. Position the crankshaft so the piston is at top dead center and both intake and
exhaust valves of the cylinder to be removed are closed.
8. Remove the screws (Figure 10-15) (32), lock washers (31) and washers (30) from
the rocker cover (29) and cylinder.
9. Remove the rocker cover (29) and gasket (28) from the cylinder; discard the rocker
cover gasket (28).
10. Bend tab of the tab washers (26) down and remove the nuts (27), tab washers (26),
and retainers (25); discard tab washers (26).
11. Remove the rocker arms (20) and shafts (24) from the cylinder studs (8).
12. Inspect the rocker shafts (24), thrust washers (23), and retainers (25) to verify they
meet Service Limits.
13. Withdraw all of the push rods (40) from their respective housings (35).
14. Grasp each push rod housing (35) and push it inward toward the crankcase,
compressing the push rod housing spring (37); lower the cylinder end of the pushrod
housing and remove the push rod housing (35), springs (37), washers (38), o-rings
(26) and packing (39).
15. Discard the O-rings (36) and packing (39).

31 October 2011

1 Cylinder & Valve Assembly 13 Intake Valve 25 Retainer 37 Spring
2 Cylinder 14 Inner Valve Spring 26 Tab Washer 38 Washer
3 Helical Coil 15 Outer Valve Spring 27 Nut 39 Seal
4 Exhaust Valve Guide 16 Valve Spring Seat 28 Rocker Cover Gasket 40 Pushrod
5 Intake Valve Guide 17 Retainer 29 Rocker Cover 41 Cylinder Drain Tube
6 Intake Valve Guide Seal 18 Valve Spring Key 30 Plain Washer 42 Seal
7 Stud 19 Connector Fitting 31 Lock Washer 43 Nut
8 Stud 20 Rocker Arm 32 Screw 44 Flanged Nut
9 Cylinder Base O-ring 21 Bushing 33 Exhaust Flange Gasket 45 Hydraulic Lifter Assembly
10 Exhaust Seat Insert 22 Drive Screw 34 Nut 46 Check Valve Assembly
11 Intake Seat Insert 23 Thrust Washer 35 Pushrod Housing 47 CHT Bayonet Adapter
12 Exhaust Valve 24 Rocker Shaft 36 O-ring

31 October 2011
10-7.2. Hydraulic Tappet Removal
1. Remove the cylinder valve train and pushrods according to the instructions in
Section 10-7.1.
2. Remove the hydraulic tappets (Figure 10-15) (45) from the crankcase tappet bores.
a. Identify the location from where the tappets were removed; hydraulic tappets
must be re-installed (if acceptable) in the same location they are removed from.
b. Inspect the hydraulic tappets, tappet bores and cam lobes for nicks, scratches,
gouging, spalling or galling using the inspection criteria in Chapter 15. Replace
hydraulic tappets which exhibit face or body wear exceeding 10% of the surface
area. If hydraulic tappets require replacement, inspect the cam lobes of the
associated valve for associated wear.
3. Inspect the hydraulic tappet retaining rings and pushrod cups. If the spring is
collapsed or the spring will not compress, replace the hydraulic tappet. Replace
hydraulic tappets which exhibit faulty retaining rings, damaged pushrod cups, or
appear to have collapsed or stuck spring mechanisms.
10-7.3. Engine Cylinder Removal
WARNING
2. Remove the valve train and pushrods according to the instructions in Section 10-7.1.
3. Remove the hydraulic tappets according to the instructions in Section 10-7.2.
4. While removing an engine cylinder, inspect components for wear and conformance
to dimensional criteria. Replace any component based on the following:
a. Only parts that meet service limits may remain in service or be re-used.
b. If a part fails to meet a service limit, replace it with a serviceable part.
5. Remove the drain tubes (Figure 10-15) (41). Remove and discard the drain tube
seals (42).
6. Remove the drain tube fittings (46).
NOTE: While removing an engine cylinder, inspect components for wear
and conformance to dimensional limits. Replace worn or out of tolerance
components based on the service limits.
7. Using the appropriate wrenches, carefully remove flange nuts (43 and 44) from the
cylinder base flange.
8. As the last pieces of fastening hardware are being removed, cradle the cylinder in
your arm to support the cylinder.

31 October 2011

CAUTION: The piston will be damaged if allowed to drop as the
cylinder is withdrawn.
9. While supporting the cylinder, carefully and slowly pull the cylinder outward in a
straight plane with one hand, keeping the other hand free to catch the piston as the
cylinder is withdrawn to prevent damage to the crankcase or cylinder.
10. Remove the cylinder base o-ring (1). Install the cylinder base o-ring in a figure 8
pattern (Figure 10-16) on the cylinder deck studs to support the connecting rod.
Figure 10-16. Cylinder Base O-Ring Configuration on Connecting Rod Support

11. Remove the piston pin (Figure 10-17) (6) and piston (1) from the connecting rod.
Inspect the piston pin (6). Remove and discard the piston rings (2 through 5).

31 October 2011
Figure 10-17. Piston, Piston Pin and Piston Rings

12. Perform a static leak check on the cylinder:
c. Place a fiber drift on the rocker arm directly over the valve stem.
d. Tap the drift several times with a hammer to dislodge any debris that may be
between the valve face and seat.
e. Invert the removed cylinder with the spark plug installed.
f. Fill the inverted cylinder bore with nonflammable solvent.
g. Look for leaks in the static seal area of the cylinder. Pay particular attention to the
barrel to cylinder head junction. If the cylinder head and barrel seal is leaking,
discard the cylinder. If the intake or exhaust seat seals or the spark plug seals are
leaking, note the discrepancy and perform the appropriate repairs in Chapter 15.
13. Refer to Chapter 12 through Chapter 16 for instructions on cylinder and valve train
disassembly, cleaning, inspection and repair.
a. Clean the piston according to the “Piston Cleaning” in Section 14-1.2.
CAUTION: Do not use automotive-type piston scrapers to clean
piston ring lands.
a. Perform “Fluorescent Penetrant Inspection” and “Magnetic Particle Inspection”
on the cylinder components according to the instructions in Chapter 15.
a. Perform a dimensional inspection on the cylinder, the piston, valve train and
components according to the “Engine Cylinder Dimensional Inspection”
instructions in Section 15-6.3, using the cylinder service limits in Section 10-7.4.
14. Assemble serviceable cylinders according to the “Engine Cylinder Assembly”
15. Install the serviceable cylinder according to the “Engine Cylinder Installation”

31 October 2011

31 October 2011
10-7.4. Engine Cylinder Dimensional Inspection
NOTE: Refer to Section 10-7.4.1 for Cylinder Service Limits.
1. Inspect the cylinder power stroke areas according to the “Cylinder Visual
Inspections” instructions in Section 6-4.3.1.
1. Inspect cylinder bore dimensions according to the specifications in Section 10-7.4.1.
Grind cylinder bores that do not conform to the standard size dimensions to the next
oversize dimension up to 0.15 inches oversize maximum according to the “Cylinder
Bore Honing” instructions in Section 15-7.8.7.
2. Inspect the cylinder base flange for flatness with a straightedge. If a flange exceeds
0.001 inches out of flat, replace the cylinder.
3. Inspect the intake and exhaust flange studs for security. If studs are loose, or bent or
if the threads are damaged or disfigured, determine the appropriate oversize stud and
replace according to instructions in Appendix C.
4. If studs are removed for replacement, inspect the intake flange, exhaust flange and
rocker arm stud holes with a thread gauge to determine the appropriate oversize stud
for replacement.
5. If the intake flange studs have been removed for replacement, dimensionally inspect
the stud holes using a thread gauge. Determine the appropriate oversize stud for
replacement.
6. Dimensionally inspect the inside diameter of the valve guides using the “Cylinder
Service Limits” in Section 10-7.4.1. Replace cracked, eroded, burned, or pitted
valve guides or those which fail to meet the service limit dimensional specifications.
7. Inspect the intake valve seats for any indication of burning, pitting erosion, or
cracks. Replace intake valve seats that are cracked, eroded, burned or pitted or valve
seats that do not conform to the valve seat dimensions according to the “Cylinder
Service Limits” in Section 10-7.4.1.
8. Visually inspect the intake and exhaust valves; if the valve face is mushroomed or
the valve face exhibits seat pounding (face angel is concave) or the valve exhibits
burns, cracks, pitting, erosion, or corrosion, replace the valves.
9. Measure the intake and exhaust valves from tip to gauge line with a micrometer. The
valves must meet the “Cylinder Service Limits” in Section 10-7.4.1. Replace valves
which fail to meet the service limits.
10. Measure the intake and exhaust valve head diameter with a micrometer. The valves
must meet the “Cylinder Service Limits” in Section 10-7.4.1. Replace valves which
fail to meet the service limits.
11. Using a V-block with a surface plate and a dial indicator, inspect each intake and
exhaust valve face for run out (eccentricity). Discard valves that do not meet the
“Cylinder Service Limits” in Section 10-7.4.1.
12. Clean serviceable valves using mineral spirits and air dry. When valves have dried,
coat all valve surfaces thoroughly with clean 50-weight aviation engine oil.

31 October 2011
13. Inspect the intake and exhaust valve springs according to the dimensions in
Section 10-7.4.1, depending on the engine model. Replace valve springs which fail
the dimensional inspection or exhibit cracks, abnormal curvature or excessive wear.
14. Measure the diameter of the removed piston pin at three equally spaced points along
the length of the piston pin in comparison to the “Cylinder Service Limits” in
Section 10-7.4.1. Rotate the piston pin 90° and repeat the measurements. The piston
pin must meet the dimensional limits at each point, out of round is limited to
0.0002”. Discard piston pins exceeding the dimensional limits or out of round
tolerance.
15. Measure the piston pin bore inside diameter to verify it meets “Cylinder Service
Limits” in Section 10-7.4.1. Insert the piston pin in the piston bore to verify the fit
meets “Cylinder Service Limits” in Section 10-7.4.1.
16. Insert the piston rings in the cylinder, individually, with the ring part number to the
top of the cylinder, Use the piston to position the ring to the depth specified for ring
gap measurement in Section 10-7.4.1.
17. Inspect the pushrods for cracks, nicks, burrs, pitting or corrosion. Inspect the rod
caps for cracks or erosion. Verify the rod cap oil passages are clear and the bores
meet Service Limit specifications. Dimensionally inspect the pushrods length and
cap diameter with a micrometer and “Cylinder Service Limits” in Section 10-7.4.1
specifications. Inspect runout with V-blocks and a dial indicator. The pushrod runout
service limit is 0.020” total indicator reading over the length of the pushrod.
18. Inspect pushrod tubes for cracks, dents, bending or chafing damage; discard pushrod
tubes exhibiting these conditions. Inspect pushrod tubes for rust, pitting or missing
cadmium plating; discard pushrod tubes exhibiting these conditions.
19. Dry fit the rocker arms in the rocker arm boss to dimensionally inspect the rocker
arm thrust width using dimensional specifications in Section 10-7.4.1; replace
rocker arms if they cannot be ground and polished to meet dimensional
specifications.
a. Inspect the rocker arm foot contact area for wear, galling, spalling, scoring, or
grooves; discard rocker arms exhibiting these conditions.
b. Inspect the rocker arm ball seats for wear and smoothness; discard rocker arms
with gouged, scratched, etched, pitted or mushroomed ball seats.
c. Inspect the thrust surfaces of the rocker arm shaft bore for displaced metal,
spalling, or galling; discard rocker arms exhibiting these conditions if they
cannot be smoothed to service limits.
d. Inspect rocker arm exhibiting peeling copper plating, which can be a source of
contamination in oil and spectrographic oil analysis. Use a scotch-brite pad to
remove loose copper plating material.
e. Inspect for and discard rocker arms with loose or missing oil passage rivets.
Inspect oil passages for obstructions. Use an oil squirt bottle with clean 50 weight

31 October 2011
aviation engine oil to check oil passages for free flow. Discard rocker arms with
blocked oil passages which cannot be cleared with solvent.
20. Verify the connecting rod and cap mate marks are aligned and the position numbers
stamped on or adjacent to the bolt boss match. Scrap connecting rods and caps with
mate marks that do not align.
21. Visually inspect the connecting rods for corrosion pitting, rust, discoloration
(bluing), galling, impact damage, nicks, bending and twisting. Scrap connecting
rods with any of these indications.
22. Remove nuts and bolts from the connecting rod; separate the rod and cap. Visually
inspect the connecting rod and cap parting surface. Contact signatures resulting
from assembly forces are normal and acceptable. Connecting rods exhibiting fretting
signatures, resulting in the loss of metal, indicated by erosion of the original
machining marks, either locally or over the entire surface, are not acceptable for
continued service. Scrap connecting rods with fretting at the parting surfaces; do not
rework.
23. Visually inspect the connecting rod nut seat area. Excessive fretting signatures
indicate material loss. Scrap connecting rods with edge loading under the bolt head
surface contact area.
24. Visually inspect dowel surfaces at the rod and cap bolt holes. Scrap connecting rods
with distorted or scored nut seat areas.
25. Align the mate marks on matching position numbers and assemble the connecting
rod and cap by installing one bolt through the cap and rod. With the cap seated
firmly against the rod, you must be able to install the remaining bolt using hand
pressure only. Scrap connecting rods if the bolts cannot be installed by hand.
26. Lubricate the connecting rod bolt and nut threads with clean 50-weight aviation oil.
27. Install and torque the nuts and bolts to Appendix B specifications.
28. Inspect the inside diameter joint of the rod to cap with both bolts and nuts installed
and torqued. Mismatch (or a step) must be less than 0.001 inch. Check for a
mismatch by placing the rod on a surface plate with the split line at the 6 and 12
o’clock position; use V-blocks to hold the connecting rod in place. Using a dial
indicator mounted on a height gauge, zero out on one side of the split line. Move the
indicator across the split line. There must be no more than 0.001 indicator
movement. Reminder: a mismatch (or a step) of more than 0.001 inch is not
acceptable.
29. Inspect the piston pin bushing for gouges or loss of material. Verify the piston pin
bushing is installed with the split line at least 40 degrees away from the connecting
rod centerline (see Figure D-14). Replace connecting rod piston pin bushings
according to Section 15-7.10.3.1 instructions if these conditions exist.
30. 30. Using precision measuring equipment, such as a dial bore gauge or air gauge;
verify the connecting rod meets the Connecting Rod dimensional specifications in
Figure D-14. Measure the diameter within 15 to 30 degrees on either side of the

31 October 2011
connecting rod split line and 90 degrees from the first measurement. The average of
these two measurements must be within drawing limits for out of round. The
difference between these two measurements must not exceed 0.0015 inches. Scrap
connecting rods and caps which fail to meet these specifications.
31. Inspect the connecting rod channel rails for damage such as nicks, gouges or
mechanical damage. Scrap connecting rods with any of these indications. Check the
connecting rod piston pin bushing alignment with the crank pin end bearing bore.
Make alignment measurements using a push fit arbor for the bushing bore (piston
pin end) and another for the bearing seat (crank pin end). The arbors must be eight
inches (8”) long.
32. Measure as follows:
a. Twist and insert the arbors into the rod bores.
b. Place the large end arbor (crank pin end) in the V-blocks on the surface plate.
c. Place the ground steel blocks under the ends of the bushing arbor (piston pin end)
a measured distance apart.
d. Use a leaf-type feeler gauge to detect clearance under the arbor ends.
NOTE: Twist measurement/distance in inches = Twist/inch.
e. Divide this measurement by the distance in inches of separation between the
blocks which will equal the twist per inch of length.
33. Measure the connecting rod bushing and bearing convergence as follows:
a. Mount a dial indicator on a surface gauge and swing the rod around the crank pin
end arbor to the vertical position against a firm stop.
b. Pass the indicator over the bushing arbor on both sides of the connecting rod at
points which are an exact number of inches apart. For exact parallelism, the two
measurements must be the same.

31 October 2011
10-7.4.1. Cylinder Service Limits
WARNING
Use only parts that meet the specified service limits.
Refer to the Service Limits in Table 10-6 and corresponding Figure 10-18 and Figure 10-
19. Clean and dry the parts thoroughly according to the “Engine Cleaning” instructions in
Chapter 14. Remove all oil and preservative material before performing the dimensional
inspection. Discard and replace any parts that do not conform to the specified tolerances.
Figure 10-18. Cylinder Assembly Critical Dimensions

31 October 2011
Table 10-6. Cylinder Assembly Service Limits
Service Limits
Index Description (inches) (max.)
Cylinder and Head Assembly
1 Cylinder bore (lower 4-1/4 inch of barrel) ............................................ diameter: See Figure 10-19
2 Cylinder bore choke (at 5.75 from open end of barrel ............................... taper: See Figure 10-19
3 Cylinder bore ...................................................................................out-of-round 0.003
4 Cylinder bore .........................................................................allowable oversize See Figure 10-19
5 Cylinder bore (Nitrided Barrels)
Cross hatch .............................................................................................. :angle 22° - 32°
Cylinder bore surface (in micro inches) RMS.............................................finish: 25
6 Cylinder barrel in crankcase ................................................................ diameter: 0.0110L
7 Intake valve seat insert in cylinder head ............................................. diameter: 0.0055T
8 Intake valve guide in cylinder head ..................................................... diameter: 0.0010T
9 Exhaust valve guide in cylinder head .................................................. diameter: 0.0010T
10 Exhaust valve seat insert in cylinder head .......................................... diameter: 0.0070T
11 Intake valve seat .......................................................................................width: See Figure 10-20
12 Exhaust valve seat ....................................................................................width: See Figure 10-22
Exhaust valve seat to valve guide ..................................................... axis angle: 45° 30’
Intake valve seat to valve guide ........................................................ axis angle: 60° 30’
Rocker Arms and Shafts
13 Rocker shaft in rocker arm bushing ................................................... diameter: 0.0060L
14 Rocker arm bushing bore .................................................................... diameter: 0.719
Rocker arm bushing (inside) finish bore .............................................. diameter: 0.5955
15 Rocker arm ................................................................................. side clearance: 0.0150
16 Rocker arm-to-rotocoil ........................................................................clearance: 0.020
17 Rocker arm grind .......................................................................................width: 0.34
18 Intake valve in guide ...........................................................................clearance: 0.0050L
19 Exhaust valve in guide .......................................................................clearance: 0.0057L
20 Intake valve (face to stem) ................................................................ axis angle: 60°15'
21 Exhaust valve (face to stem) ............................................................. axis angle: 45°15'
22 Intake Valve ............................................................................................. length: See Figure 10-19
23 Exhaust valve face to stem ..................................................................... length: Replace 100%
24 Intake valve face to stem ......................................................................... runout: 0.0040
25 Exhaust valve face to stem (full indicator reading)................................... runout: Replace 100%
26 Rocker arm foot to valve stem (dry valve)........................................... gear lash: 0.2000
Pistons, Rings and Pins
27 Piston, graphite coated (bottom of skirt) in cylinder ............................ diameter:
Piston, non graphite coated (bottom of skirt) in cylinder ..................... diameter: 0.0120L
28 Top piston ring in groove ............................................................ side clearance: 0.0040L
29 Second piston ring in groove ...................................................... side clearance: 0.0040L
30 Third piston ring in groove .......................................................... side clearance: 0.0065L

31 October 2011
Table 10-6. Cylinder Assembly Service Limits
Service Limits
Index Description (inches) (max.)
31 Fourth piston ring in groove ....................................................... side clearance: 0.0065L
32 Top ring at 1.00 ±.50 depth (in cylinder barrel) ........................................... gap: 0.042
33 Second ring at 1.00 ±.50 depth (in cylinder barrel) ..................................... gap: 0.048
34 Third ring at 1.00 ±.50 depth (in cylinder barrel) ........................................ gap: 0.035
35 Fourth ring at 1.00 ±.50 depth (in cylinder barrel) ...................................... gap: 0.031
36 Piston pin in piston .............................................................................. diameter: 0.0010L
37 Piston pin ............................................................................................ diameter: 0.9984
Piston pin (0.005 oversize) .................................................................. diameter: 1.0034
38 Piston pin in cylinder ...................................................................end clearance: 0.050L
39 Piston pin in connecting rod bushing .................................................. diameter: 0.0040L
40 Bushing in connecting rod ................................................................... diameter: 0.0020T
41 Bolt in connecting rod ......................................................................... diameter: 0.0023L
42 Connecting bearing and bushing twist or convergence, per inch length diameter: 0.0005
43 Crankcase and attached parts hydraulic tappet in crankcase ............ diameter: 0.0035L
44 Connecting rod bearing on crankpin ................................................... diameter: 0.0060L
45 Connecting rod on crankpin ........................................................end clearance: 0.016L
T= Tight L= Loose

31 October 2011
Figure 10-19. Cylinder Dimensions

Table 10-7. Cylinder Barrel Dimensional Limits
“D” Diameter “X” Diameter “Y” Diameter
Service Limits (inches) Service Limits (inches) Service Limits (inches)
Size Minimum Maximum Minimum Maximum Minimum Maximum
STD. 4.440 4.442 4.441 4.443 --- ---
0.005 4.445 4.447 4.446 4.448 --- ---
0.015 4.455 4.457 4.456 4.458 --- ---
• Only the D and the X diameters are used to determine the serviceability of the cylinder barrel. No wear
limit is given for Y diameter because it is used as a machining reference only.
• Cylinder bore out of round must not exceed 0.003 at measured diameters

31 October 2011
Figure 10-20. Intake Valve Seat Insert Dimensions
Figure 10-21. Intake Valve Seat Dimensions Detail

31 October 2011
Figure 10-22. Exhaust Valve Seat Dimensions
Figure 10-23. Exhaust Valve Seat Dimensions Detail

31 October 2011
Intake Valve Exhaust Valve

Figure 10-24. New Intake and Exhaust Valve Dimensions

31 October 2011

31 October 2011
10-7.5. Engine Cylinder Installation
Replace worn or out of tolerance components based on the following criteria:
• Only parts that meet the service limits may remain in service.
• If a part has reached a service limit tolerance, it must be replaced with a part that
conforms to the specified new part tolerances or service limits.
• Clean cylinders according to the “Cylinder Cleaning” instructions in Chapter 14-1.1.
• Clean pistons and cylinder bores according to the “Piston Cleaning” instructions in
Chapter 14-1.2.
• Perform “Fluorescent Penetrant Inspection” “Magnetic Particle Inspection”, and
“Magnetic Particle Inspection” on the cylinder and piston parts according to
instructions in Section 15-4, Section 15-5 and Section 15-6, respectively.
• Assemble cylinders that conform to inspection criteria according to “Engine Cylinder
Assembly” instructions in Section 16-6 with serviceable pistons and new piston rings.
WARNING
The improper use of sealants and lubricants may cause engine
malfunction or failure.
If engine electrical power is not disconnected, a faulty ignition
circuit could allow the engine to start and the propeller to
rotate. Do not stand or place equipment within the arc of the
propeller.
2. Install a new cylinder base o-ring (Figure 10-15) (1) lubricated with clean 50-weight
aviation engine oil. (Verify the base o-ring is free of cracks and deformities).
3. Thoroughly clean the cylinder deck and stud threads and threaded holes with
Stoddard solvent; use a narrow brush to clean stud thread holes.
4. Lubricate cylinder through bolt and deck stud threads with clean 50 weight aviation
engine oil.
5. Install the rocker shafts (24) in the cylinder rocker shaft bores prior to installing the
cylinder.
6. Carefully rotate the crankshaft, placing the connecting rod of the cylinder being
installed in the outermost position. Remove the used cylinder base o-ring that was
installed for connecting rod support
7. Install a conforming piston (Figure 10-17) (1) with new piston rings (2 through 5)
partially in the cylinder bore.
8. When installing the connecting rod, use care not to drop the connecting rod on the
cylinder deck to avoid damaging the cylinder.
9. Back the piston (1) far enough out of the cylinder to allow the piston pin (6) to be
installed on the connecting rod.

31 October 2011
10. Align the piston pin bore with the connecting rod and slide the piston pin (6) into the
connecting rod.

11. Using a ring compressor, compress the fourth piston ring and push the cylinder until
the fourth piston ring is positioned inside the cylinder barrel.
12. Remove the ring compressor and push the cylinder assembly against the crankcase
cylinder deck with the flange aligned with the studs.

13. While supporting the cylinder, install, but do not torque, the cylinder flange nuts
(Figure 10-15) (43and 44).

31 October 2011
14. Torque the cylinder flange nuts according to the “Cylinder Torque” instructions in
Section 10-7.8.
15. Install the hydraulic tappets according to the “Hydraulic Tappet Installation”
16. Install the valve train components according to the “Valve Train Installation”
17. Install the cylinder drain tubes according to the “Cylinder Drain Assembly
Installation” instructions in Section 17-6.2.
18. Install the parts removed to facilitate cylinder removal:
a. Install the induction system components according to instructions in Section 17-
12.
b. Install the exhaust system components according to instructions in Section 17-11.
c. Install the fuel injection system components according to instructions in
Section 17-13.
d. Install the FADEC system components according to instructions in Section 17-
14.
e. Install the spark plugs and ignition harness according to instructions in Section 6-
3.9.
f. Install the airframe cowling and airframe supplied accessories according to the
airframe manufacturer’s instructions.
g. Service the engine with mineral oil according to the “Engine Oil Servicing”
h. Perform an “Engine Operational Check” according to instructions in Section 6-
3.7.
i. Perform the “25-Hour Initial Operation Inspection” in Section 6-3.2 after the first
25 hours of engine operation. When oil consumption has stabilized, replace the
mineral oil with ashless dispersant aviation engine oil according to the “Engine
Oil Servicing” instructions in Section 6-3.8.
10-7.6. Hydraulic Tappet Installation
1. Lubricate hydraulic tappet faces with Molykote, Dow Corning® G-N Paste, or
equivalent. Lubricate the tappet bodies with clean 50-weight aviation engine oil.
NOTE: Hydraulic tappets are smooth on one end and cupped on the other.
The smooth end goes in the tappet guide first; the push rod will rest in the
cupped end of the hydraulic tappet.
2. Install the intake and exhaust tappets in the same location from which they were
removed.
3. Install the valve train components according to the “Valve Train Installation”

31 October 2011
10-7.7. Valve Train Installation
1. Install the hydraulic tappets according to the “Hydraulic Tappet Installation”
2. Before installing valve actuating parts on each cylinder, completely bleed the lifters
and close the valves.
3. Position the crankshaft so the piston is at top dead center and both intake and
exhaust valves of the cylinder are closed.
4. Using a Ideal Aviation Part No. 68-3IA Pushrod Spring Compressor, or equivalent,
compress the pushrod tube spring (Figure 10-25) (37) on the end of the pushrod
housing with a a new packing (39) between two steel washers (38) on the crankcase
end of the push rod housing (35).
5. Lubricate a new o-ring (36) and place in on the “cylinder” end of the pushrod
housing (35).
Figure 10-25. Pushrod Tube Assembly
6. While the spring (37) is compressed, align the pushrod housing with the crankcase
tappet bore; raise the free end of the pushrod housing until it aligns with the pushrod
tube bore in the cylinder head.
7. Slowly release pressure on the pushrod spring until the pushrod housing enters the
cylinder bore. Remove the Pushrod Spring Compressor Tool. Verify the o-ring seal
(36) is properly seated.
8. Lubricate the pushrods (40) with clean 50 weight aviation engine oil and install
through the cylinder openings into the pushrod housings (35).
9. Lubricate the rocker arm (Figure 10-15) (20), thrust washers (23) and rocker shafts
(24) using clean 50 weight aviation engine oil.

31 October 2011
10. Install a rocker arm (20) and thrust washer (23) on each rocker shaft (24). (Verify for
proper identification of exhaust and intake rocker arms.).
11. Check rocker arm side clearance (Figure 10-26) with a feeler gauge; side Clearance
should be between 0.005 and 0.035.
Figure 10-26. Rocker Arm Side Clearance

12. Install the rocker arms (20), rocker shafts (24), and thrust washers (23) on the
cylinder head, aligning them with the helical positions. Check rocker arm to rotocoil
(retainer) clearance (Figure 10-27) for 0.020-inch minimum clearance.
Figure 10-27. Rocker Arm to Retainer Clearance

13. If necessary, smoothly grind the underside of the rocker arm to gain the specified
minimum clearance according to “Rocker Arm-to-Retainer Clearance” instructions
in Section 15-7.8.19.
14. Install the retainer (Figure 10-15), (25), tab washer (26) and nut (27). Torque the nut
(27) to Appendix B specifications. Bend the tabs of the tab washers (26) up against
the flat of the nut (27) with a drift.
15. Install new rocker cover gaskets (28).
16. Install the fastening hardware (30, 31, and 32) and the valve rocker covers (29).
Torque the screws (32) according to Appendix B.
CAUTION: Service the engine with SAE J-1966 mineral oil for
engine break-in.

31 October 2011
17. Service the engine with mineral oil according to the “Engine Oil Servicing”
3.7.
19. After 25 hours of operation, perform the “25-Hour Initial Operation Inspection”
according to the instructions in Section 6-3.2.

31 October 2011
10-7.8. Cylinder Torque
Proper cylinder installation requires adherence to the torque sequence listed below using
two people:
1. Lubricate the cylinder base stud threads, through bolt threads and nuts on BOTH
sides of the engine with clean, 50-weight aviation oil.
2. Install and torque the cylinder base nuts to 50% of the final torque value specified in
Appendix B in the order shown in Figure 10-20.
3. Torque the cylinder through bolt nuts and cylinder base stud nuts to the full specified
torque value in Appendix B. Torque the through bolt nuts on both sides of the engine
(even if only one cylinder is being installed).
WARNING
Failure to torque through bolt nuts on both sides of the engine
may result in a loss of main bearing crush, main bearing shift,
crankshaft fracture, and engine failure.
The sequence depicted inSection 10-28 is for single cylinder
torque ONLY. If more than one cylinder, refer to the torque
sequence in Section 17-4.3.
Figure 10-28. Single Cylinder Torque Sequence

31 October 2011
10-8. Crankshaft Nose Oil Seal Replacement
Replace the crankshaft nose oil seal if it is damaged or if any of the following conditions
exist:
• Ram air is entering the engine interior (indicated by excessive crankcase pressure)
• Oil leaks from the nose seal or nose seal retainers
10-8.1. Crankshaft Nose Oil Seal Removal
WARNING
2. Disconnect all spark plug leads.
3. Set the brakes and block the aircraft wheels.
4. Ensure that aircraft tie-downs are installed and the cabin door latch is open.
5. Remove the propeller according to the propeller manufacturer's and airframe
CAUTION: Do not scratch, mar, or damage the crankshaft or
crankcase while removing the crankshaft nose oil seal.
6. Remove the screws (Figure 10-29) from the crankcase nose oil seal retainer plate on
the front of the crankcase
Figure 10-29. Crankshaft Nose Oil Seal Installation - Top View

7. Remove the crankshaft nose oil seal, (made up of two components, a seal and
spring, shown in Figure 10-30). The seal was installed using Gasket Maker, gentle
force may be required to extract the seal from the counterbore.

31 October 2011
8. Clean the Gasket Maker residue out of the counterbore recess using a chlorinated
solvent such as Loctite Chisel or methylene chloride followed by a naptha solvent
such as Loctite ODC-Free Cleaner and Degreaser. Remove all residue and debris
from the bore.
9. Refer to the “Crankshaft Repair” instructions in Section 15-7.10.2 to restore the
crankshaft helix pattern and protective coating.
10-8.2. Crankshaft Nose Oil Seal Installation
WARNING
1. Clean the etched helix pattern on the crankshaft.
2. Remove the spring from the crankshaft nose oil seal.
3. Unhook the spring ends using an unwinding motion.
4. Verify the seal spring length matches the dimension specified in Figure 10-30. If the
spring length is not within this tolerance, replace it.
Figure 10-30. Crankshaft Nose Oil Seal Parts

5. Place the spring around the crankshaft in the helix area.
6. Hook the two spring ends to one another.
7. Apply Shell Alvania No. 2 Grease to the lip of the new seal and the propeller flange.
8. Install the seal on the crankshaft with the oil seal cavity facing inward. Wipe the
grease from the oil seal and crankshaft.
9. Verify the outer diameter of the oil seal is clean and dry.
10. Install the spring in the oil seal cavity.

31 October 2011
11. Apply Part No. 654663 Sealant to the crankcase flange.
12. Spray Part No. 653692 primer on the oil seal counterbore and allow it to dry for 1 to
2 minutes.
13. Apply a translucent coat of Part No. 645942 Gasket Maker to wall of the oil seal
counterbore according to the “Gasket Maker® Application” instructions in
Appendix C-10.
14. Using thumb pressure, work the seal into the crankcase counterbore with the oil seal
split line positioned at the ten or two o’clock position.
15. After the seal is in place, wipe any remaining oil from the seal and crankshaft.
16. Spray the exposed portion of the lightly scratched criss-cross area with aluminum
primer and allow it to dry.
17. Apply Part No. 653693 primer to the crankcase oil seal retainer bolt holes.
18. Apply Part No. 646941 adhesive to oil seal retainer plate bolts.
19. Install the crankshaft oil seal retainer plates and secure them with the oil seal
retainer bolts. Torque the screws to Appendix B torque specifications.
20. Inspect the propeller according to the propeller manufacturer’s and airframe
21. Install the propeller in accordance with propeller manufacturer’s and airframe
3.7.

31 October 2011
10-9. Crankcase Repair
Refer to the “Crankcase Overhaul Repair” instructions in Section 15-7.9.
WARNING
Do not allow a cracked crankcase that exhibits the damage
described below to remain in service. Engine failure is
imminent if the conditions persist.
10-9.1. Crankcase Breather Replacement
1. Remove leaking or damaged crankcase breather tubes using a slide hammer with
hook fixture.
2. Install the oil breather:
a. Apply Part No. 653693 primer to the breather flange and breather tube and allow
them time to dry.
b. Apply Part No. 646941 adhesive to both the breather flange and breather tube.
c. Install the breather to the appropriate height and orientation specified in Figure
10-31. Wipe excess adhesive from the crankcase.
d. Connect the breather hose according to the Airframe manufacturer's instructions.
Figure 10-31. Crankcase Breather Installation

31 October 2011
10-10. Engine Low Voltage Harness Lead Wire Repair and Sensor
Replacement
The engine low voltage harness is made up a several types of lead wires and sensors which
include Exhaust Gas Temperature (EGT) and Cylinder Head Temperature (CHT) Sensors,
Manifold Air Temperature (MAT) Sensors, Oil Pressure and Oil Temperature Sensors.
The CHT, MAT, Oil Temperature and Oil Pressure Sensors are considered Non-EGT
sensors. Fuel injector coils also are hard-wired to the engine low voltage harness.
Faults detected in the EGT, MAT, CHT, Oil Pressure or Oil Temperature sensors constitute
faults in the engine low voltage harness and require lead wire repair or sensor
replacement. If a wire in the engine low voltage harness is damaged, it may be repaired or
sent to the factory or an authorized service center for repair.
However, the EGT and TIT Sensor lead wires are K-type thermocouples and have chromel
and alumel conductors whereas the remaining engine low voltage harness conductors are
copper and referred to as “Non-EGT” lead wires. Due to physical differences, separate
repair procedures are provided:
NOTE: Sensor/Wire Splice Kits for EGT and Non- EGT wiring are
available for field repairs: select the proper splice kit and follow the
respective procedure when repairing lead wires and sensors on the Engine
Low Voltage Harness.
CAUTION: Use the proper splice kit for EGT sensors or lead wires.
Using an EGT Splice Kit on a non-EGT sensor or lead wire will
result in abnormal engine operation and may cause engine damage.
Engine low voltage harness sensors are field replaceable, provided the failed sensor or
wire is greater than 12 inches (30 cm) from the 50-pin ECU connector. To replace an EGT
sensor or repair the EGT wiring in the engine low voltage harness wiring, refer to
Section 10-10.1. To replace a Non-EGT sensor or repair the copper sensor wiring in the
engine low voltage harness wiring, refer to Section 10-10.2.
Special instructions are provided for the Throttle Position Switch in Section 10-11.29.

31 October 2011
10-10.1. Engine Low Voltage Harness Connector Repair
CAUTION: Field repair of the engine low voltage harness
connectors are prohibited. These connectors are assembled with
special tools and are potted with RTV and sealed with high
temperature adhesives. Return to Continental Motors or authorized
repair station for repair or overhaul.
Two 25-pin DIN connectors attach the engine low voltage harness to the speed sensor
signal conditioning unit. Two 50-pin DIN connectors attach the engine low voltage
harness to the Electronic Control Units (ECUs). The engine low voltage harness connects
to the airframe at nineteen pin circular connectors. The FADEC pressure sensors are
circular six pin connectors. The six, 19, 25 and 50 pin connectors are assembled with
potting compound for strength and are not field reparable.
The low voltage 25 and 50-pin DIN connectors for the ECUs and Speed Sensor Assembly
must be installed with EMI gaskets and environmental sealant strips to ensure proper
operation.
Wiring harness segments must connect to termination points without strain or binding.
Splice repair must not place undue stress on the wiring harness. If a repair is required in an
area which was previously spliced, replace the previously repaired segment to limit the
repaired segments to as few as possible. Slight freedom of movement after connection at
all termination points is required to prevent harness failure.

31 October 2011
10-10.2. EGT Sensor and Lead Wire Replacement
Equipment Required:
• Crimping tool
• EGT Sensor/Wire Splice Kit
• Utility knife
• Scissors
• A variable intensity heat gun with a small tip
Prerequisites:
Before proceeding, review Section 10-1 and Section 10-10.
1. Turn the Aircraft Master Power Switch and FADEC Enable Switches to the OFF
position and disconnect engine electrical power.
CAUTION: Failure to use the correct splice kit for sensors or lead
wires will result in abnormal engine operation and may cause engine
damage.
2. Inventory the EGT Sensor/Wire Splice kit according to the parts list.
NOTE: Refer to Figure 10-32. EGT wires are alumel (red) and chromel
(yellow). To maintain signal integrity, all segments of the wire must be
the same material. The EGT splice kit contains an alumel (green band)
pin and socket and a chromel (white) pin and socket. Splices must be
installed as directed for proper system operation after repairs.
White socket White pin

Yellow wire Yellow wire
Red wire Red wire

Green pin Green socket
Figure 10-32. EGT Wire Repair Pins Mated to Wires
3. Cut and remove all cable ties supporting the affected sensor or damaged wire
section.
4. Remove the faulty sensor or damaged wires.
5. Cut the leads to be replaced two inches longer than the replacement leads which will
result in an acceptable four inch (4”) overlap.
6. Mark the braided outer shield of the lead wire 1-5/8” from the cut end.
7. Carefully split the braided shield lengthwise, with a utility knife, beginning at the 1-
5/8-inch mark and continuing to the cut end as shown in Figure 10-33. Use care to

31 October 2011
avoid cutting or nicking the insulated wires beneath the jacket. The split shield
should resemble Figure 10-34 if prepared properly.
CAUTION: When stripping the shield, avoid nicking or cutting the
insulation of the two conductors within the lead.
Figure 10-33. Braided Shield Preparation
Figure 10-34. Split Shield Wire

8. Trim the split shield to the 1-5/8” mark with a pair of small, sharp wire cutters or
shears to expose the inner jacket.
9. Using a sharp utility knife, carefully split the inner jacket longitudinally, beginning
at the 1-5/8-inch mark and continuing to the cut end (Figure 10-35).
Figure 10-35. Split Inner Jacket

10. Fold the split portion of the jacket away from the wires and trim the excess
insulating jacket to the 1-5/8-inch mark, even with the shield.
11. Strip the outer insulation to expose two insulated wires, one red and one yellow.
Carefully inspect each wire for nicks or cuts. If nicks or cuts are found, either cut out
the nicked portion of wire and splice the wire or trim the lead wire to remove the
damaged section.

31 October 2011
12. After confirming the lead wires are intact and continuous, free of nicks or cuts,
smooth the cut edge of the shielding by carefully rolling it between your thumb and
index finger until the terminated shield resembles Figure 10-36.
Figure 10-36. Shield Stripping Complete

13. Cut the yellow sensor wire one inch shorter than the red wire.
14. Strip both sensor wires 3/16-inch from their cut ends. The prepared sensor lead
should resemble Figure 10-37.
1 inch
Figure 10-37. EGT Sensor Lead Preparation Complete

15. Repeat steps 5-14 to prepare the mating sensor wires in the same manner as the first
pair except in step 13, cut the red sensor wire one inch shorter than the yellow wire.
16. The prepared leads should resemble Figure 10-38.
RED WIRE 3/16”

HARNESS LEAD SENSOR LEAD
3/16”
YELLOW WIRE PREPARE SENSOR LEADS IN THE
SAME MANNER AS HARNESS LEADS
OUTER 1” EXCEPT REVERSE WIRE LENGTHS.
SHIELD
1-5/8”
Figure 10-38. EGT Sensor Lead Wire Trim Diagram

17. Consult the engine low voltage harness schematics in Section 8-14. Check the
continuity of the wires under repair before installing a splice or new sensor. If the
resistance is greater than 500 ohms, closer inspection of the harness segments may
reveal additional damage. If there is no continuity between the referenced pins,
verify connector pin references are correct and repeat the measurement. Repairing a
single segment if the circuit remains open will not resolve a wiring malfunction.

31 October 2011
CAUTION: If the shield splice is not placed over the wires before
Step 21, the splice repair cannot be correctly completed without
removing the heat shrink tubing.
18. Slide a shield splice onto one of the sensor leads, allowing sufficient work space for
splicing the wires.
19. Refer to Figure 10-39. Place the alumel (green band) pin (male) on the one and 5/8-
inch prepared red wire. Ensure the pin seats properly on the wire and no wire
protrudes from the barrel of the pin. Crimp the pin on the red wire.
20. Place the alumel (green band) socket (female) pin on the 5/8-inch prepared red wire.
Ensure the pin seats properly on the wire and no wire protrudes from the barrel of
the pin. Crimp the socket on the red wire.
Figure 10-39. Alumel Wire with Pins Installed

21. Slide a 1½” section of heat shrink tubing over the alumel (green band) pin. Insert the
alumel pin in the alumel socket until the pin seats in the socket and crimp the socket
on to the pin in the center of the overlap. Center the heat shrink tubing over the
crimped pin and socket, ensuring no metal is visible on either side of the heat shrink
tubing. Apply heat to the heat shrink tubing to secure it over the crimped connectors.
Pin and socket connected
Heat shrink tubing on wire

Figure 10-40. Pins Joined

31 October 2011
22. Place the chromel (white band) pin (male) on the one and 5/8-inch prepared yellow
wire. Ensure the pin seats properly over the insulation and no wire protrudes from
the barrel of the pin. Crimp the pin on the white wire.
23. Place the chromel (white band) socket (female) pin on the 5/8-inch prepared red
wire. Ensure the pin seats properly on the wire and no wire protrudes from the barrel
of the pin. Crimp the socket on the white wire.
Figure 10-41. Chromel wires with pins

WARNING
Hot air guns are capable of producing levels of heat sufficient to
ignite combustible materials found in the aircraft engine
nacelle. Thoroughly clean the work area of oil or grease
residue. Cap or close all fuel sources. Thoroughly dry open fuel
spills before using the hot air gun. Shield components and
wiring in proximity to the item being heated.
24. Slide a one and one-half-inch section of heat shrink tubing over the chromel (white
band) pin. Insert the chromel pin in the chromel socket until the pin seats in the
socket and crimp the socket on to the pin in the center of the overlap. Center the heat
shrink tubing over the joined pin and socket, ensuring no metal is visible on either
side of the heat shrink tubing. Apply heat to the heat shrink tubing to secure it over
the crimped connectors.
CAUTION: Failure to use the appropriate splicing barrel for each
EGT wire will result in abnormal engine operation and may cause
engine damage.
Heat shrink tubing shrunk to splice
No exposed
conductors
Figure 10-42. EGT Wire Splice

31 October 2011
25. Center the shield splice over the wire splices and the braided shield.
26. Apply heat to the center of the sleeve until the solder melts and the shield tubing
shrinks.
27. Progressively move heat toward one end of the shield splice slowly to keep the
sleeve shrinking as the heat is moved outward.
28. Apply heat for an additional five to ten seconds to the final one-half-inch of the
sleeve shield to ensure sufficient heat transfer to the cable shield for a good bond.
29. Repeat the previous two steps for the other end of the sleeve.
30. The splice is now complete and should resemble Figure 10-43.
Figure 10-43. Completed Wire Repair

31. Inspect the continuity of the sensor lead wires. If the inspection reveals poor
continuity readings and/or if any wire appears damaged, isolate the faulty wiring
and repeat the procedure.
32. If splice was for wire repair, proceed to step 33. If sensor was removed for
replacement, install the EGT sensor according to instructions in Section 10-11.20.
33. If all lead wiring is intact, bundle the sensor leads as required. For proper operation
of the engine, route, clamp, support, and protect the wires in the low voltage harness
in a manner to prevent chafing, fretting, and wear of the lead wires. Route and
secure the harness according to the “Harness Routing” instructions in Appendix C-
13.
CAUTION: Avoid making sharp bends or kinks in the lead wires.
34. Perform a “FADEC Level I Diagnostic” according to instructions in Section 8-6.1;
pay particular attention to the sensor output for the repaired circuit.

31 October 2011
10-10.3. Non-EGT Sensor and Lead Wire Replacement
Equipment Required:
• Crimping tool
• Non-EGT Sensor/Wire Splice Kit
• Utility knife
• Scissors
• A variable intensity heat gun with a small tip
Prerequisites:
Before proceeding, review Section 10-1 and Section 10-10.
WARNING
If electrical power is not turned OFF, a loose or broken wire
could allow the engine to start and the propeller to rotate. Do
not stand or place equipment within the arc of the propeller.
1. Turn the Aircraft Master Power Switch and FADEC Enable Switches to the OFF
position and disconnect engine electrical power.
CAUTION: Failure to use the correct splice kit for sensors or lead
wires will result in abnormal engine operation and may cause engine
damage.
2. Inventory the Non-EGT Sensor/Wire Splice kit according to the parts list.
3. Cut and remove all cable ties supporting the defective wire or sensor.
4. Remove the faulty sensor or damaged wires.
5. Cut the leads to be spliced two and a half inches longer than the replacement sensor
lead which will result in an acceptable four-inch overlap.
6. Strip two and a half inches of the outer insulation from the cut end of the sensor lead
wire. Use care to prevent cutting or nicking the braided shielding beneath the jacket.
CAUTION: When stripping the shield, avoid nicking or cutting the
insulation of the two conductors within the lead.
7. Mark the remaining wire shield two inches from the lead wire cut end. Carefully
slice the braided shielding from the two inch mark to the end (Figure 10-33) of the
wire.

31 October 2011
8. If correctly prepared, the wire should resemble Figure 10-34.

9. Trim the excess braided shielding to the two inch mark with a pair of small, sharp
wire cutters or shears to expose the inner jacket.
10. Carefully inspect the insulation of each wire for nicks or cuts. If nicks or cuts are
found, either cut out the nicked portion of wire and splice the wire or trim the lead
wire to remove the damaged section.
11. After confirming the entire lead wire is intact and continuous, free of nicks or cuts,
smooth the cut edge of the braided wire shielding by carefully rolling it between
your thumb and index finger until the braided wire shielding edge resembles Figure
10-44.
Figure 10-44. Smooth Braided Shield

12. With the shield prepared, untwist and straighten the two sensor leads until the wires
are parallel. One wire has a colored stripe, called the “trace wire.”
Figure 10-45. Identify Wires within Harness

13. Cut the white wire on one segment of the repair one inch shorter than the trace wire.
14. Strip the sensor wires 1/2-inch from their cut ends. The prepared wire should
resemble Figure 10-45.
15. Repeat steps 6 through 14 for the mating end of the lead or sensor wires except in
Step 13, cut the trace wire one inch shorter than the white wire.

31 October 2011
Figure 10-46. Prepared Non-EGT Sensor Lead Wires

16. Consult the engine low voltage harness schematics in Section 8-14. Check the
continuity of the wires under repair before installing a splice or new sensor. If the
resistance is greater than 500 ohms, closer inspection of the harness segments may
reveal additional damage. If there is no continuity between the referenced pins,
verify connector pin references are correct and repeat the measurement. Repairing a
single segment if the circuit remains open will not resolve a wiring malfunction.
CAUTION: If the shield splice is not placed over the wires before
Step 19, the splice repair cannot be correctly completed without
removing the solder sleeves.
17. When replacing CHT sensors or fuel injection coils, label and tag the sensor (or coil)
wires for the appropriate cylinder.
WARNING
Failure to install the CHT sensors or fuel injection coils on the
correct cylinder will result in abnormal engine operation.
18. Slide a shield splice over the longest wire segment being repaired. Position the
shield splice as far as possible from the wires under repair.
Figure 10-47. Shield Splice Positioned on the Wiring Harness

WARNING
Hot air guns are capable of producing levels of heat sufficient to
ignite combustible materials found in the nacelle areas of most
aircraft. Thoroughly clean the work area of any oil or grease
residue. Cap or close all fuel sources. Thoroughly dry any open
fuel spill before using the hot air gun. Shield components and
wiring in proximity to the item being heated.

31 October 2011
19. Insert the two white wires in a solder sleeve, overlapping the stripped ends of the
two wires. Center the middle band of the solder sleeve on the overlapped wires
(Figure 10-48) and evenly apply heat to the new splice with a heat gun.
Figure 10-48. Position the Solder Sleeve

20. Repeat step 18 for the trace wire segments. When completed, the solder sleeves
should be staggered on the wiring harness, resembling Figure 10-49.
Figure 10-49. Solder Sleeves Shrunk to Fit

21. Center the shield splice over the spliced wires. The braided shield within the splice
should contact the exposed wiring harness shielding.
22. Apply heat to the center of the shield splice sleeve until the solder melts and the
shield and tube shrink. Figure 10-43 shows a completed splice.

23. Inspect the continuity of the sensor lead wires. If the inspection reveals poor
continuity readings and/or if any wire appears damaged, isolate the faulty wiring
and repeat the procedure.
24. If splice was for wire repair, proceed to step 25. If sensor was removed for
replacement, locate the appropriate reference below to install the sensor.
WARNING
Failure to install the CHT Sensor on the correct cylinder will
result in abnormal engine operation.
a. Install the tagged CHT Sensor of the low voltage harness into the respective
cylinder head using the bayonet adapters. Insert the CHT probe into the bayonet
adapter against the spring force and twist it to lock it in place. Verify that the
bayonet adapter with the CHT sensor is securely installed in place.
b. Install the MAT sensors according to instructions in Section 10-11.18.
c. Install the fuel injector coil according to instructions in Section 10-11.12.
25. If all lead wiring is intact, bundle the sensor leads as required. Route, clamp,
support, and protect the wires in the low voltage harness to prevent chafing, fretting,

31 October 2011
and wear of the lead wires; secure the harness according to the “Harness Routing”
instructions in Section C-13.
CAUTION: Avoid making sharp bends or kinks in the lead wires.
26. Perform a “FADEC Level I Diagnostic” according to instructions in Section 8-6.1;
pay particular attention to the sensor output for the repaired circuit.
10-10.4. Throttle Position Switch Repair

31 October 2011
10-11. FADEC Component Replacement
10-11.1. 50-pin ECU or 25-pin SSA Connector Installation
NOTE: If damage is evident to the EMI gaskets or environmental seals on
the 50-pin ECU connectors or 25-pin SSA connectors, replace the
damaged gaskets or seals.
1. Position the aircraft Master Power and Ignition Switches to the OFF position.
Position the FADEC Enable 1 and 2 switches to the OFF position. Disconnect
aircraft battery power according to the airframe manufacturer’s instructions.
NOTE: The 25-pin and 50-pin connector fasteners are captive. Do not
attempt to remove the fasteners from the connector.
WARNING
Do not separate the connector(s) from the unit by pulling on the
harness leads. Pulling on the harness leads can cause
permanent, irreparable damage to the engine low voltage
harness which may result in engine malfunction.
2. Inspect the Geltek® sealant strip and electromagnetic interference (EMI) gasket for
proper positioning and serviceability on each ECU 50-pin header (Figure 10-50). If
the sealant strip or EMI gasket are serviceable, proceed to step 3. If the EMI gasket
or Geltek ® seal is missing or damaged, remove the faulty gasket or seal, clean the
ECU surface surrounding the 50-pin header with MEK and proceed to the step a.
Notched Edge
Sealant Strip
EMI Gasket
Figure 10-50. ECU 50-pin Header with EMI Gasket and Sealant Strip
CAUTION: Do not directly apply liquid cleaning agents to the
connector header as the pin socket may fill with fluid. Sparingly
apply cleaner to cleaning cloth.
a. Using a Scotch-Brite pad, clean the ECU connector header.
b. Inspect the ECU and engine low voltage harness connectors for contamination,
deformed pins, or any observable discrepancies. If remnants of the old seal is
observed at the base of the connector pins, remove with tweezers.
c. Carefully apply a Geltek® sealant strip to each ECU 50-pin or SSA 25-pin
header with the adhesive side contacting the header. A small portion of the seal
may overhang each end of the header. Trim the overhanging edges of the sealant

31 October 2011
strip flush with the edge of the header. Smooth any wrinkles or irregularities
observed in the seal (Figure 10-51).
Figure 10-51. Smooth Sealant Strip

d. Place the new EMI gasket face down on a disposable sheet of paper (newsprint,
craft paper) Apply a light coating of 3M™ Super 77™ Spray Adhesive to the
back side of the EMI gaskets and allow 30 seconds for the adhesive to become
tacky.
e. Place the EMI gasket (glue side down) in position over the connector header with
the notched edge of the gasket facing up. The completed installation should
resemble Figure 10-50.
3. Check the resistance between the connector(s) header and airframe electrical
ground. The resistance must be less than 0.5 ohms.
Figure 10-52. Engine Low Voltage Harness 50-Pin Connector

WARNING
High resistance indicates a FADEC ground fault. Correct the
grounding fault before ECU or signal conditioner installation.
4. Check the resistance between the connector(s) header and the engine. The resistance
must be less than 0.5 ohms.
5. Check the resistance between the connector(s) header and the body of each of the
Fuel Pressure and Manifold Air Pressure (MAP) Sensors. The resistance must be
less than 0.5 ohms.

31 October 2011
WARNING
Do not attempt to repair a connector on the engine low voltage
harness in the field. The connectors are assembled with special
tools and sealed with high-temperature adhesives.
6. Carefully align the connector with the header. Notice the connector has tapered
edges (shown in Figure 10-52). Match and mate the narrower edges of the connector
and header and press firmly on the backshell to seat the connector on the header.
7. Secure the connector with the two fasteners and torque to Appendix B
specifications.
8. Safety wire the connector fasteners according to instructions in Appendix C-4.
9. Install a 120 lb. cable tie around the connector and associated safety tab to secure the
tab, shown in Figure 10-53. Trim the excess length from the cable tie after
tightening.
10. For proper operation of the engine, route, clamp, support, and protect the wires in
the engine low voltage harness in a manner to prevent chafing, fretting, and wear of
the lead wires. Route and secure the harness according to instructions in
Appendix C-13.
11. Perform a “FADEC Level I Diagnostic” according to instructions in Section 8-6.1.
Figure 10-53. ECU Connector

31 October 2011
10-11.2. Ground Strap Removal
1. Disconnect electrical power.
2. Removal bolts and washers from each end of the ground strap.
3. Remove ground strap from the engine.
10-11.3. Ground Strap Installation
1. Clean contact surface thoroughly with MEK or other mild solvent.
2. If Alodine surface is scratched, restore the Alodine treatment according to
instructions in Appendix C.
3. Install a new ground strap with a bolt and washer at each connection point. Torque
4. Measure continuity between newly installed ground strap and aircraft ground with a
DVM. Resistance should not exceed 0.5 ohms.
5. Measure continuity between the installed ground strap and the engine with a DVM.
Resistance should not exceed 0.5 ohms.
10-11.4. Electronic Control Unit (ECU) Removal
WARNING
Do not attempt to open the ECU. There are no field serviceable
parts inside. Opening the ECU may cause damage that could
result in abnormal engine operation or loss of power while in
flight. Should an ECU malfunction, replace it with a serviceable
unit. The three ECUs are not interchangeable.
CAUTION: Each ECU is shipped in a sealed, anti-static plastic bag.
Keep the ECU in the sealed bag until it is time to install it on the
engine to prevent damage from electrostatic discharge.
1. Position the aircraft Master Power and Ignition Switches to the OFF position.
Position the FADEC Enable 1 and 2 switches to the OFF position. Disconnect
aircraft battery power according to the airframe manufacturer’s instructions.
2. Disconnect the high voltage (ignition) harness connectors from the ECU spark
towers.
3. On firewall aft ECU configurations, remove the jam nuts from the firewall side of
the ECU spark towers.
4. Cut and remove cable ties from the engine low voltage harness stalk leading up to
the 50-pin connector as necessary.
5. Cut and remove the 120# cable tie from the 50-pin connector.
6. Cut and remove the safety wire from the 50-pin connector fasteners.

31 October 2011
NOTE: The 50-pin connector fasteners are captive. Do not attempt to
remove the fasteners from the connector.
7. Loosen the two fasteners until they are fully disengaged from the ECU.
WARNING
Do not separate the connector from the ECU by pulling on the
wiring harness, which can cause permanent, irreparable
damage to the engine low voltage harness and engine
malfunction.
8. Firmly grasp the engine low voltage harness 50-pin connector by the backshell and
pull the connector away from the ECU. Place a protective cover on the engine low
voltage harness 50-pin connector.
9. Remove the ECU ground straps according to instruction in Section 10-11.2,
“Ground Strap Removal.”
10. Remove the ECU fasteners according to the airframe manufacturer’s instructions.
11. Remove the ECU from the airframe according to the airframe manufacturer’s
instructions.
a. Place protective covers over the threaded end of each of the ECU spark towers.
b. Place a protective cover over the ECU 50-pin connector header and place the
ECU in an antistatic bag.
10-11.5. ECU Installation
CAUTION: Each ECU is shipped in a sealed, anti-static plastic bag.
Keep the ECU in the antistatic bag until time to install it on the
engine to prevent electrostatic discharge damage. When handling
the ECU, the handler and the ECU must be grounded together prior
to connecting the 50-pin connector header. To prevent inadvertent
electrostatic discharge to the connector pins, keep the connector
cover in place until the ECU is ready to be installed.
1. Disconnect engine electrical power; prepare the mounting location for the ECU
according to the airframe manufacturer's or STC holder's instructions.
WARNING
If the resistance measured exceeds 0.5 ohms, the system ground
is faulty. Correct the fault before ECU installation.
2. Remove the ECU from its protective bag. Locate the manufacturer’s part number on
the ECU identification label. The part number format is XXXXXX-X. The “dash”
number after the hyphen identifies the designated ECU location. Each ECU must be
installed in the correct location in order for the system to function properly. ECU 1
will have a dash number of 1 and connect to P1. A number 2 after the hyphen
designates the ECU as ECU 2, which connects to P2.
CAUTION: Each ECU requires two independent ground straps
mounted to the airframe with at least four inches separation between

31 October 2011
airframe mounting points. Choose airframe grounding points that
will allow the shortest possible strap length.
3. Install the 50-pin connector according to the “50-pin ECU or 25-pin SSA Connector
Installation” instructions in Section 10-11.1.
GROUND
POINTS
VIEW ROTATED
90 DEGREES
Figure 10-54. Grounding Points for the ECU

CAUTION: Each ECU requires two independent ground straps
mounted to the airframe with at least four inches separation between
airframe mounting points. Choose airframe grounding points that
will allow the shortest possible strap length.
4. Measure the electrical resistance between each ECU housing and the aircraft
electrical ground bus. The resistance must be less than 0.5 ohms. If the resistance is
more than 0.5 ohms:
a. Clean the mating surfaces and re-measure the resistance.
b. If resistance is still greater than 0.5 ohms, find an alternate mounting location for
the ground strap.
5. Install the ground strap according to the “Ground Strap Installation” instructions in
Section 10-11.3.
6. Install the High Voltage Harness according to instructions in Section 6-3.9.2.
Appendix C-13.

31 October 2011
10-11.6. Signal Conditioner Removal
CAUTION: Prior to handling the signal conditioner, the handler and
the SSA signal conditioner are both to be grounded together to
airframe ground prior to contacting the 25-pin connector headers.
Keep the connector covers in place until the SSA signal conditioner
is installed and ready to connect with the 25-pin engine low voltage
harness.
The Speed Sensor Assembly (SSA) on IOF-240 series engines is a combined unit made up
of the signal conditioner and the position sensor array. The signal conditioner is mounted
on the left side magneto pad with two lock washers, nuts, and retainer washers (Figure 10-
55).
The Speed Sensor Array is sandwiched between the crankcase and the oil sump. Most
installations will require the engine to be removed in order the remove the oil sump. Refer
to the “Engine Removal” instructions in Section 5-1 and “Oil Sump Removal”
instructions in Section 12-8. No field repairs of the signal conditioner or sensor array are
authorized. Should damage to either SSA component occur, return the SSA component to
an authorized service center or factory for repair.
Figure 10-55. Signal Conditioner

1. Disconnect electrical power to the engine.
2. Cut, remove, and discard the cable ties, as necessary, from the engine low voltage
harness stalk leading to and terminating at the two SSA signal conditioning unit 25-
pin connectors.
3. Cut, remove, and discard the cable ties securing the SSA harness between the signal
conditioner and the oil sump.
4. Cut, remove, and discard the cable ties from each 25-pin connector.
5. Remove the safety wire from the 25-pin connector securing screws.

31 October 2011
NOTE: The 25 pin connector fasteners are captive in the engine low
voltage harness connector backshell and cannot be removed.
6. Loosen the two captive fasteners on each connector until fully disengaged from the
SSA.
WARNING
Do not separate the connector from the SSA by pulling on the
harness leads. Pulling on the harness leads can cause
permanent, irreparable damage to the engine low voltage
harness which may result in engine malfunction.
7. Remove the 25-pin connectors by firmly grasping the edges of the connector
backshell and pull the backshell away from the SSA.
8. Remove and discard the EMI gaskets and environmental sealant strip (Figure 10-55)
from each connector.
9. Place protective covers over each of the 25-pin connectors.
10. Remove two sets of retainer washers, washers, and nuts from the SSA signal
conditioner. Remove the SSA signal conditioner from the accessory case.
11. Temporarily secure the SSA signal conditioner near the lower left engine mount
with a cable tie.
12. Remove and discard the signal conditioner gasket from the accessory case.
13. Drain the engine oil from the oil sump according to the “Engine Oil Servicing”
14. Follow the “Oil Sump Removal” instructions in Section 12-8.
15. Cut the wire tie temporarily securing the SSA signal conditioner (installed earlier).
16. Remove the SSA from the engine.
10-11.7. Signal Conditioner Installation
2. Clean the crankcase and accessory case SSA gasket sealing surfaces.
3. Install the Speed Sensor Assembly along with the Oil Sump according to the “Oil
Sump Installation” instructions in Section 17-10.
4. Fill the oil sump to the specified capacity according to the “Engine Oil Servicing”
5. Cut and remove the wire tie temporarily securing the SSA signal conditioner.
6. Apply Gasket Maker to both sides of the signal conditioner gasket.
7. Install the signal conditioner with a gasket on the left magneto drive pad.
8. Secure the signal conditioner with hold-down washers, new lock washers, and nuts.
Torque the two nuts to Appendix B specifications.

31 October 2011
CAUTION: If the resistance measured exceeds 0.5 ohms, the
FADEC System has a ground problem. Correct the ground problem
and recheck the resistance between the SSA sensor body and
airframe electrical ground bus. Do not return the aircraft to service
until the resistance is less than 0.5 ohms.
9. Using a DVM, measure the resistance between the SSA sensor body (accessible
between the oil sump and crankcase) and airframe electrical ground bus. Resistance
must be less than 0.5 ohms.
10. Using a DVM, measure the resistance between one of the SSA signal conditioner
25-pin header shells and airframe electrical ground bus. Resistance must be less than
0.5 ohms.
11. Perform an “SSA Operational Check” according to the instructions in Section 10-
11.8 to verify the unit is serviceable.
10-11.8. SSA Operational Check
1. Ensure the Aircraft Master Power Switch, Ignition Switch, FADEC Primary Power
Switch and Secondary Power Switch are OFF.
2. Disconnect the high voltage harness and remove the top spark plugs from all
cylinders according to the “Ignition System Maintenance” instructions in Section 6-
3.9 for detailed removal instructions.
NOTE: The Nc and Ne switches enable audio associated with LED
illumination. Position all Nc and Ne switches closest to its representative
LED indicator to turn off audio.
3. Disconnect both of the Engine Low Voltage Harness 25-pin connectors from the
signal conditioner. Plug the 25-pin connector of the FADEC Timing Tool (shown in
Figure 10-56) into one of the 25-pin headers on the signal conditioner.
4. Turn the FADEC Timing Tool ON by sliding the power switch toward the top of the
tester. The power LED will illuminate to indicate power is on. The Nc and Ne LED
state will depend on sensor position in relation to the camshaft. LEDs are normally
ON; as the holes in the camshaft pass the sensor, the LED will extinguish
momentarily.
WARNING
Clear the arc of the propeller of personnel and obstructions to
avoid injury or equipment damage.
5. Note the position of the propeller. Rotate the propeller in the normal running
direction (CW as viewed from cockpit) through two complete revolutions while
observing the Test Indicator LEDs. Notice the indicators switching ON and OFF as
the holes in the camshaft intersect the sensors.
6. Use a TDC locator to find TDC on Cyl #1. Mark the crankcase and propeller hub
with a grease pencil to indicate the position. Remove the TDC locator.
NOTE: Observe the FADEC Timing Tool LEDs; the Nc1 LEDs should
“blink” at approximately 11° BTDC.

31 October 2011
7. Slowly rotate the propeller clockwise while observing the tester LEDs.
a. The Nc LEDs will blink once in two propeller revolutions just before TDC.
b. In two propeller revolutions, the Ne1 LEDs will blink 15 times.
Figure 10-56. FADEC Timing Tool

8. If the newly installed SSA fails to pass the operational check, troubleshoot the
sensor according to the FADEC troubleshooting instructions in Section 8-6.
9. If the SSA passes the operational check, install the engine low voltage harness 25-
pin connectors according to instructions in “50-pin ECU or 25-pin SSA Connector
Installation”in Section 10-11.1.
Appendix C-13.
11. Clean, gap and install the spark plugs with new copper gaskets according to the
“Spark Plug Replacement” in Section 6-3.9.1 and connect the high voltage ignition
harness according to the “Ignition Harness Installation” instructions in Section 6-
3.9.2.

31 October 2011
10-11.9. Fuel Injector Solenoid Removal
on the fuel injectors anytime the fuel line is not connected.
Fuel injector solenoid coils are designated for specific cylinders with
labels on the Engine Low Voltage Harness near the coil. The coils
must be matched to the corresponding cylinder for the engine to
operate properly.
1. Verify the Engine Low Voltage Harness fuel injector coil identification label
corresponds with the destination cylinder. If the label is missing, verify the coil
position with a DVM and the FADEC schematic diagrams in Section 8-14 and
replace the label.
2. Remove engine electrical power.
3. Set the aircraft Fuel Selector Valve to the OFF position.
4. Cut and remove cable ties necessary to remove the solenoid coil.
5. Hold the injector body with one wrench while loosening the fuel line B-nut with
another wrench. Remove the fuel line from the fuel injector and place a protective
cap on the fuel line.
CAUTION: Fuel may flow from the fuel line once it is disconnected
from the fuel injector body. Place a small container beneath the open
end of the fuel line to capture this fuel.
6. Remove the jam nut (Section 10-57) and washer secures the coil.
CAUTION: Do not separate the coil from the injector body by pulling on the harness lead
wire. Pulling on the harness lead can cause permanent, irreparable damage to the coil
wiring which may result in engine malfunction.
7. Grasp the coil body at the base and lift it off the fuel injector body.
Figure 10-57. FADEC Fuel Injector Assembly

31 October 2011
10-11.10. Fuel Injector Removal
1. Remove the fuel injector solenoid according to instructions in Section 10-11.9.
2. Remove the fuel injector nozzle from the cylinder with an Ideal Aviation Part No.
8168-IA Injector Nozzle Replacement Tool.
3. Place protective caps on the fuel injector openings.
10-11.11. Fuel Injector Installation
WARNING
Fuel pump, fuel distribution block, fuel pressure sensor or fuel
injector removal or installation requires an Engine Operational
Check and possible adjustment according to the “Engine
Operational Check” instructions in Section 6-3.7.
4. Flush the injector's fuel line by placing the injector end of the line in a small
container and activating the aircraft fuel boost pump. Flush a minimum of 100 ml of
clean, filtered aviation fuel through the line. Before emptying the container, visually
inspect contents for signs of contamination. If foreign debris is observed, repeat the
flushing process.
5. Visually inspect the cylinder head injector boss threads for signs of deformation.
6. Apply a small amount of anti-seize compound to all except the first two threads of
the injector nozzle (Figure 10-58).
Apply anti-seize
Do not apply anti-seize compound sparingly
compound to the first two to threads
threads
Figure 10-58. Anti-Seize Lubricant Application on the Fuel Injector

7. Thread the injector body into the cylinder head by hand. Torque the fuel injector
nozzle to Appendix B specifications with an Ideal Aviation Part No. 8168-IA
Injector Nozzle Replacement Tool.

31 October 2011
8. Install the fuel injector coil according the instructions in Section 10-11.12.
10-11.12. Fuel Injector Coil Installation
Fuel injector solenoids are designated for specific cylinders with

labels on the Engine Low Voltage Harness near the solenoid.
Solenoids must be matched to the corresponding cylinder for the
engine to operate properly.
1. Verify the label on the fuel injector coil matches the number of the intended
destination cylinder. If the label is missing or illegible, verify the identification with
a DVM and the wiring diagrams in Chapter 8 and replace the label.
2. Slip the fuel injector coil over the injector body (Figure 10-58) and press down
firmly on the coil to ensure it is seated on the base of the fuel injector body.
3. Position the coil so the wire is inboard, away from the spark plug. Ensure the coil is
fully seated against the injector body and the shoulder of the wrench flats. Check for
sufficient clearance to the surrounding cylinder head structure.
4. Install a washer and jam nut on the fuel injector; Hand-tighten the nut to contact the
solenoid. Use a deep well socket to torque the nut Appendix B specifications.
CAUTION: Never use Teflon tape on fuel injection system fittings.
Fuel injection lines must not be bent or deformed. The fuel injection
lines must be securely clamped to the fuel line support brackets. Do
not assemble the components and fuel lines in a binding condition.
5. Verify the fuel injection lines are not bent or deformed.
6. Connect the fuel line to the injector; torque the “B” nut to Appendix B
specifications.
7. Route and secure the harness according to instructions in Appendix C-13.

31 October 2011
10-11.13. Manifold Air Pressure Sensor (MAP) Removal
Two Manifold Air Pressure (MAP) sensors install in the induction plenum. The MAP
sensors thread into tapped bosses and attach to the engine low voltage harness with six-pin
connectors. Your engine application may vary from those shown in Figure 10-59.
The MAP sensors are not field serviceable or repairable. If the sensor malfunctions or fails
it must be replaced.
Figure 10-59. Manifold Air Pressure Sensor

2. Cut and remove cable ties securing the MAP sensor wiring.
3. Disconnect the engine low voltage harness circular connector from the MAP sensor.
4. Place a protective cap on the engine low voltage harness connector.
5. Unscrew the pressure sensor from the induction plenum.
10-11.14. Manifold Air Pressure Sensor (MAP) Installation
2. Apply F/I Sealant to all except the first two threads of the MAP pressure sensor.
3. Visually inspect the mounting threads for deformation.
4. Thread the sensor into the mounting boss on the throttle body. Torque the sensor to
5. Using a DVM, measure the resistance between the Engine Low Voltage Harness
connector body and airframe electrical ground bus. Resistance must be less than 0.5
ohms. If the resistance is more than 0.5 ohms, clean the mating surfaces and re-
measure the resistance. Do not proceed until the resistance is less than 0.5 ohms.
6. Connect the Engine Low Voltage Harness connectors (P11 or P12) to the MAP
sensor; orient the alignment keys of the connector with those of the sensor. Push the
harness connector on the sensor connector while twisting the lock ring clockwise.
The connector lock ring will “snap” into its final position allowing no further

31 October 2011
rotation. When properly mated and locked, the bayonet orientation pins are
observable in the locking ring pin observation port as shown in Figure 10-60.
Figure 10-60. Harness Connector and Sensor Orientation Keys

the lead wires.
10-11.15. Fuel Pressure Sensor Removal
2. Place the aircraft fuel selector valve in the OFF position.
3. Cut and remove cable ties necessary to remove the fuel pressure sensor connector.
4. Disconnect the engine low voltage harness circular connector from the fuel pressure
sensor.
5. Place a protective cap on the engine low voltage harness connector.
6. Unscrew the fuel pressure sensor from the fuel distribution block.
10-11.16. Fuel Pressure Sensor Installation
1. Clean the sensor mounting threads as necessary.
2. Visually inspect the mounting threads for deformation.
3. Apply F/I Sealant to the second and third threads of the fuel pressure sensor.
4. Thread the fuel pressure sensor into the fuel distribution block. Torque the fuel
pressure sensor according to the Appendix B.
CAUTION: Avoid introducing contaminants into the fuel system and
fuel injectors during maintenance. Work with clean hands, tools, and

31 October 2011
shop towels. Place protective caps on open fuel line connections
until ready for assembly
5. Use a DVM to measure the resistance between the connector body and airframe
electrical ground bus; resistance must be less than 0.5 ohms.
WARNING
If the resistance exceeds 0.5 ohms, there is a ground problem.
Correct the ground problem and recheck the resistance. Do not
return the aircraft to service until the resistance is less than 0.5
ohms.
6. Connect the Engine Low Voltage Harness connector to the Fuel Pressure Sensor. To
connect, orient the alignment keys of the connector with those of the sensor. Push
the harness connector onto the sensor connector while turning clockwise until the
connector locking ring snaps to the locked position. When properly mated and
locked, the bayonet orientation pins are visible in the locking ring pin observation
port.
the Engine Low Voltage Harness in a manner to prevent chafing, fretting, and wear
of the lead wires.
9. Set the aircraft Fuel Selector Valve to the ON position and activate the fuel boost
pump and leak check the fuel delivery system.
WARNING
If the fuel pump, fuel distribution block, fuel pressure sensor or
fuel injectors are removed and replaced, the fuel system must
be checked and possibly adjusted according to the “Engine
Operational Check” instructions in Section 6-3.7.

31 October 2011
10-11.17. Manifold Air Temperature (MAT) Sensor Removal
Two Manifold Air Temperature (MAT) Sensors are mounted in the induction plenum, as
shown in Figure 10-59. These thermistor-type sensors are installed using compression
fittings which thread into tapped bosses on the throttle body or the intake manifold. The
sensors are an integral part of the engine low voltage harness.
2. Cut and remove cable ties as necessary for clearance to remove the sensor.
3. Loosen and fully unscrew the temperature sensor compression fitting nut and slide
the sensor out of the compression fitting.
4. Refer to the “Non-EGT Sensor and Lead Wire Replacement” instructions in
Section 10-10.3 to prepare the new sensor leads.
10-11.18. Manifold Air Temperature (MAT) Sensor Installation

2. Mark the sensor body ½-inch from the sensor/lead wire transition (see Figure 10-
61).
Figure 10-61. Marking the MAT Sensor

31 October 2011
3. Slide the compression fitting nut onto the sensor body followed by the ferrule.
4. Insert the MAT Sensor into the compression fitting. Thread the nut onto the fitting
until finger tight. Adjust the probe depth so the mark made in step 2 is visible at the
outboard edge of the compression nut.
5. Hold the MAT Sensor in position and torque the compression fitting nut to
6. If the sensor was removed for replacement, splice the new MAT sensor into the
engine low voltage harness according to the “Non-EGT Sensor and Lead Wire
Replacement” instructions in Section 10-10.3 to prepare the new sensor leads
7. Route, clamp, support, and protect the wires in the engine low voltage harness in a
manner to prevent chafing, fretting, and wear of the lead wires.
10-11.19. Exhaust Gas Temperature Sensor Removal

1. Locate the EGT sensor to be removed.
2. Cut the EGT sensor lead wires as close as practical to the sensor body. Note the
length of removed wire for reference during sensor replacement.
3. Loosen the band clamp securing the sensor completely. Spread the clamp to allow
removal of the sensor from the exhaust manifold.
4. Engine Low Voltage Harness connectors are assembled with a label on the wiring
harness within inches of the EGT sensors. If the label is beyond the section of the
wiring harness to be removed, transfer the label to the remaining section of the
wiring harness. If the label is missing, install a new label to ensure the EGT sensor is
installed on the correct cylinder's exhaust pipe.
5. Remove the EGT sensor and discard.
6. Clean the sensor mounting location in the exhaust manifold with a small wire brush.
7. Prepare the new sensor leads according to the “EGT Sensor and Lead Wire
Replacement” instructions in Section 10-10.2.

31 October 2011
10-11.20. Exhaust Gas Temperature Sensor Installation
Exhaust gas temperature (EGT) sensors are identified by a label on the Engine Low
Voltage Harness for specific cylinders; the sensors are “hard wired” to the Engine Low
Voltage Harness. Each sensor is fitted with an adjustable, worm style band clamp for easy
installation. The band clamps are not replaceable. If the band clamp is damaged, replace
the EGT sensor assembly.
CAUTION: Route engine wiring to avoid contact with sharp edges
or extreme heat. Chafing or burned wires will result in faulty
indications and possible engine failure.
Each EGT sensor is identified and designated for a specific cylinder.

Install the EGT sensor only in the exhaust pipe of the designated
cylinder. Failure to install the EGT sensors on the correct cylinder
will result in abnormal engine operation.
1. Verify the Engine Low Voltage Harness EGT sensor wiring segment is properly
labeled. If the label is missing or illegible, replace the label with a new one,
indicating the proper cylinder.
2. Place the new EGT sensor in the location to be installed. Route the wiring harness
along the path of final installation to determine the length of the installed harness.
Trim the new sensor leads and existing harness leads to closely approximate the
length of the original wire.
3. Connect the new sensor to the engine low voltage harness according to the “EGT
Sensor and Lead Wire Replacement” instructions in Section 10-10.2.
4. Route the Engine Low Voltage Harness wiring EGT sensors for cylinders 1-3 from
the rear of the engine to the lower right-hand quadrant of the engine and onto each
sensor's respective cylinder. Engine Low Voltage Harness wiring EGT sensors for
cylinders 2-4 from the rear of the engine to the lower left-hand quadrant of the
engine and onto each sensor's respective cylinder.
5. Place the sensor into the exhaust tube. Locate the EGT sensor probe in the exhaust
pipe within the diameter specified in Figure 10-62. Wrap each clamp around the
exhaust pipe; tighten the clamp until the sensor is secure but the crimps in the band
are not flattened against the outside surface of the exhaust pipe. The crimps
accommodate thermal expansion of the exhaust during engine operation.
CAUTION: If the excess portion of the band comes in contact with
the sensor body, permanent damage could result.
6. Ensure each EGT sensor is securely retained by the clamp provided. Trim excess
clamp length (extending beyond the clamping nut) to within 0.25-inch of the worm
screw body or fold the excess away from the EGT sensor body, ensuring the excess
does not contact surrounding components allowances.

31 October 2011
7. If necessary, bend the sensor to avoid contact with surrounding components. All
bends must be made in a smooth arc not to exceed 75° (a minimum of ½-inch
radius).
manner to prevent chafing, fretting, and wear of the lead wires.
Figure 10-62. EGT Sensor Installation

31 October 2011
10-11.21. Cylinder Head Temperature (CHT) Sensor Removal
1. Locate the faulty CHT Sensor. Sensors leads are designated for specific locations
and identified with a tag on the harness.
2. Remove the cable ties securing the CHT sensor lead to allow access to the
connector. Discard removed cable ties.
3. Disconnect the bayonet connector from the adapter by pressing down and at the
same time turning the connector counter-clockwise ¼ turn.
4. Cut the lead as close as practical to the sensor.
5. Prepare the new sensor leads according to the “Non-EGT Sensor and Lead Wire
Replacement” instructions in Section 10-10.3.
10-11.22. Cylinder Head Temperature (CHT) Sensor Installation
CAUTION: Cylinder head temperature sensors are designated for
specific cylinders with labels on the Engine Low Voltage Harness
near the solenoid. CHT sensors must be matched to the
corresponding cylinder for the engine to operate properly.
1. Prepare the wires and install the new sensor according to the “Non-EGT Sensor and
Lead Wire Replacement” instructions in Section 10-10.3
2. Inspect the bayonet adapter for damage; replace if necessary.
a. Unscrew the damaged adapter from the cylinder head thermal well.
b. Install a bayonet adapter in the cylinder head's CHT thermal well. Torque the
bayonet adapter to Appendix B specifications.
3. Each CHT sensor is designated for installation into a specific engine cylinder by a
tag indicating the engine cylinder number. For example, CHT (CYL#2) indicates
that this sensor is to be installed on Cylinder 2. Install each tagged CHT sensor of
the Engine Low Voltage Harness into the respective cylinder head using the bayonet
adapters.
4. Insert the CHT sensor into the bayonet adapter. Push the CHT sensor connector
against the spring and align the connector slots with adapter pins. Continue pushing
the connector until the spring is fully compressed. Twist the connector clockwise
(CW) to lock it into place. Verify the CHT sensor is securely installed.
CAUTION: Failure to install the CHT sensors on the correct
cylinder will result in abnormal engine operation.
5. Bundle the EGT and CHT sensor leads neatly and route them as far from exhaust
system components as possible. “Stalk” and secure the lead wires with cable ties as
needed.
manner to prevent chafing, fretting, and wear of the lead wires. Route and secure the
harness according to instructions in Appendix C-13.

31 October 2011
10-11.23. HSA with Battery Condition Monitor Removal
2. Remove instrument panel components, as required, to gain access to the rear of the
HSA according to the airframe manufacturer's instructions.
3. With the HSA properly supported, remove the HSA mounting screws. Install two of
the screws after the HSA is removed from its mounting to retain the faceplate on the
HSA.
4. Slide the HSA out of the instrument panel.
5. Disconnect the power and data connectors from the back of the HSA.
6. Disconnect one end of the conductor passing through the hall-effect sensor
(doughnut shaped protrusion on back of HSA (Section 10-63)) and remove from the
sensor.
Path from Secondary Power Switch to

electrical bus
Figure 10-63. HSA Connections

7. Remove the HSA from the aircraft.

31 October 2011
10-11.24. HSA with Battery Condition Monitor Installation
CAUTION: The secondary power supply must pass through the hall
effect sensor in the direction of current flow in order for the EBAT
FAIL annunciator lamp to function properly.
2. Pass the secondary power lead wire through the hall-effect sensor (doughnut shaped
protrusion) on back of HSA. Terminate the wire as shown in the cabin harness
connection schematic.
3. Connect the P9 and J10 connectors to the HSA.
4. Slide the HSA into its instrument panel mounting location.
5. While supporting the HSA, re-install the four HSA mounting screws.
6. Use cable ties to secure the cabin harness as required.
7. Re-assemble the instrument panel according to the airframe manufacturer's
instructions.
8. Restore electrical power to the engine.

31 October 2011
10-11.25. Two Lamp HSA Removal
The two lamp HSA driver is mounted in the airframe according to airframe manufacturer's
instructions. Consult the airframe manufacturer's instructions for location and removal
instructions.
10-11.26. Two Lamp HSA Installation
1. Install the connector on the HSA driver and secure with two screws.
2. Install the lamp driver in the airframe according to the airframe manufacturer's
instructions.
to verify lamp operation.
10-11.27. EDI Replacement
The airframe manufacturer determines the installed location of the optional EDI. Refer to
the airframe manufacturer's instructions for EDI replacement.
10-11.28. Backup Battery Removal and Installation
Replace the Backup battery under the following conditions:
• During Annual Inspection
• If the backup battery has operated for one hour or more due to primary power failure
• If the EBAT fail lamp remains illuminated for more than five minutes
Battery installation instructions are dependent upon airframe make and model. Refer to
applicable airframe manufacturer's instructions for battery location and removal and
installation instructions.

31 October 2011
10-11.29. Throttle Position Switch Replacement
1. Remove the screw and cushion clamp (Figure 10-64) securing the throttle position
switch wiring on the throttle body. Remove the two screws securing the throttle
position switch to the throttle body. Remove the screw that secures the ground wire
from the throttle body.
Figure 10-64. Throttle Position Switch Fasteners

2. Locate the point where the throttle position switch connects to the engine low
voltage harness.
Figure 10-65. Throttle Position Switch Wires

3. Use a small utility knife to slice the length of the heat shrink tubing 0.0625” deep on
each of the three connections.
Figure 10-66. Cut Heat Shrink Tubing

31 October 2011
4. Peel the heat shrink tubing from the connections at the slice. Discard the three
sections of used heat shrink tubing.
Figure 10-67. Remove and discard heat shrink tubing

5. With the flaps of the scissor connectors as the pivot point, hold each scissor
connectors and twist the insulators toward one another. Separate the three pairs of
scissor connectors and discard the faulty throttle position switch.
Figure 10-68. Disconnect Scissor Connector

31 October 2011
6. Inspect the replacement throttle position switch kit contents for transit damage. If
the switch is serviceable, continue installation. If the switch is defective or parts are
missing, obtain a replacement.
Figure 10-69. Throttle Position Switch Replacement Kit

7. Inspect the scissor connectors for serviceability. If the connectors are damaged:
a. Cut the scissor connector from the wiring harness just behind the terminal.
Figure 10-70. Remove Damaged Connector

31 October 2011
b. Strip 0.5-inch of the shielding from the end of the wire.
c. Insert the stripped ends of the wires into the scissor terminal. The insulator at the
base of the terminal should rest on the wire shielding with no more than 0.125-
inch of the wire exposed between the insulator and wire shielding.
Figure 10-71. Strip Wiring

d. Crimp the terminal to the exposed wire with the appropriate crimping tool.
8. Place a two inch section of heat shrink tubing over each of the prepared engine low
voltage harness wires.
Figure 10-72. Insert Wires in Heat Shrink Tubing
procedure continues on next page

31 October 2011
9. With the faces of the scissor connector as a pivot point, connect the throttle position
switch scissor connector to the corresponding (match wire labels and colors) engine
low voltage harness scissor connector. Mate the scissor connectors face to face, with
the flaps overlapping the back side of the opposing connector. Hold each scissor
connector and twist the insulators away from one another to lock the connectors
together.
Figure 10-73. Assemble Scissor Connectors

10. Slide the heat shrink tubing over the assembled connectors, distributing the heat
shrink tubing overlap evenly over the repaired connections.
Figure 10-74. Position Heat Shrink Tubing

11. Use a heat gun to secure the heat shrink tubing in place over the assemble scissor
connectors.
12. Install the throttle position switch on the cam and secure the switch to the throttle
body with two screws. Install the ground wire on throttle body with a screw. Torque
the screws to Appendix B specifications.
13. Place the cushion clamp on the throttle position switch wiring harness. Position the
clamp to align the clamp with the screw hole in the throttle body. Arrange the

31 October 2011
throttle position switch wiring harness for proper strain relief. Secure the wiring
harness to the throttle body with the cushion clamp.

14. Adjust the switch-to-cam clearance according to instructions in Section 6-4.1.
15. Perform a “FADEC Confidence Check” according to the instructions in Section 5-
2.6 to verify proper operation of the throttle position switch.

31 October 2011

31 October 2011
Engine Overhaul Introduction
Chapter 11. Engine Overhaul Introduction
11-1. Engine Overhaul
During overhaul, all engine parts and accessories are removed and inspected. Specified
parts are replaced while others may be restored to a condition equal to new product
specifications. All engine parts and accessories must conform with the engine and
accessory manufacturer's specifications prior to being re-installed on the engine. The
intent of overhaul is to restore the engine to an airworthy condition. To be considered
“airworthy,” the engine must conform to its type certificate and be in a condition for safe
operation.
Information in this manual defines practices for overhauling engines. Chapters are
arranged in sequential order of tasks to be performed during overhaul starting with engine
removal and disassembly, followed by component disassembly, cleaning, inspection and
repair, component assembly, engine assembly and installation, and post-overhaul testing.
Overhaul procedures in this manual apply only to the engines for which it is written and
not the aircraft. Overhaul procedures described herein must be complied with in addition
to all aircraft manufacturer and accessory manufacturer overhaul requirements.
New part limits essential to performing an engine overhaul applicable to engines covered
in this manual are provided in Appendix D. Torque Specifications for all fasteners on the
engine are located in Appendix B. Appendix C contains standard practices for recurring
common procedures, like cotter pin and safety wire installation, and helical coil
replacement. These sections will be referred to often throughout the procedures.
This manual does not contain overhaul requirements for engines modified by installation
of components or systems under supplemental type certificate.
11-2. Overhaul Schedule

Engine time between overhaul (TBO) is determined by the engine model certification data
submitted to and approved by the FAA. Refer to the “Time Between Overhaul” entry
under the “General” heading for the engine model in Section 2-3, “Engine Specifications
and Operating Limits” to determine when to overhaul your engine model.

31 October 2011
11-3. Overhaul Sequence
Perform engine overhaul in the sequence described in Table 11-1.
Table 11-1. Overhaul Sequence
Action Reference
1. Remove the engine from the airframe. Section 5-1, “Engine Removal”
2. Disassemble the engine. Chapter 12, “Engine Disassembly”
3. Disassemble engine components. Chapter 13, “Component Disassembly”
4. Clean engine parts. Chapter 14, “Engine Cleaning”
Perform inspections and complete the Overhaul Inspection Checklist:
5. Inspect engine parts for serviceability. Chapter 15, “Overhaul Inspection and Repair”
Appendix D, “Overhaul Dimensional Limits”
6. Repair or replace unserviceable parts or
parts identified as 100% replacement parts Repair or replace parts specified in Section 15-7, “Overhaul Repair”
or mandatory overhaul replacement parts.
7. Apply protective coating to engine parts. Section 14-4, “Protective Coatings”
8. Assemble the engine components. Chapter 16, “Component Assembly”
9. Assemble the engine. Chapter 17, “Engine Assembly”
10. Install the engine in the airframe. “Section 5-2, “Engine Installation”
11. Test the overhauled engine. Chapter 18, “Post-Overhaul Test and Adjustments”

31 October 2011
11-4. Overhaul Checklists
Overhaul Checklists serve as guides during the overhaul process of disassembly,
inspection, mandatory component replacement, refurbishing and assembly. Checklists
provide a comprehensive record of the overhaul procedures:
• “Engine Removal and Disassembly Checklist” , Table 11-2
• “Engine Overhaul Visual Inspection Checklist” , Table 11-3
• “Fluorescent Penetrant Inspection Checklist” , Table 11-4
• “Magnetic Particle Inspection Checklist” , Table 11-5
• “Dimensional Inspection Checklist” , Table 11-6
• “Engine Cylinder Overhaul Inspection Checklist” , Table 11-7
• “Engine Drive Train Inspection Checklist” , Table 11-8
• “Replacement Parts Inventory” , Table 11-9
Overhaul inspection items listed in the checklists contain references to the procedures
containing the overhaul actions required when overhauling engines covered by this
manual. For convenient reference, make a copy of the checklists and complete them
during engine overhaul.
Perform items listed in the checklists, according the referenced procedures to remove,
disassemble, and repair components on an engine which has reached TBO:
Section 5-1, “Engine Removal”
Section 12, “Engine Disassembly”
Section 13, “Component Disassembly”
Section 14, “Engine Cleaning”
Section 15, “Overhaul Inspection and Repair”
During the overhaul process, assemble, install, and test the overhauled engine according to
instruction in the following chapters:
• Section 16, “Component Assembly”
• Section 17, “Engine Assembly”
• Section 5-2, “Engine Installation”
• Section 18, “Post-Overhaul Test and Adjustments”

31 October 2011
Table 11-2. Engine Removal and Disassembly Checklist
Overhaul Step Initials Findings
Complete a Cylinder Visual Inspection (Section 6-4.3.1).
Document results on the “Cylinder Inspection Checklist”
(Table 6-15).
Complete a Cylinder Differential Pressure Test. (Section 6-
4.3.2).
Document results on the “Cylinder Inspection Checklist”
(Table 6-15).
Remove the engine from the airframe (Section 5-1).
Remove the Ignition System (Section 12-2).
Remove the Fuel Pump Cover (Section 12-5).
Remove the Induction System (Section 12-4).
Remove the Oil Cooler Adapter (Section 12-5).
Remove the Starter Assembly (Section 12-6).
Remove the Alternator(s) (Section 12-7).
Remove the Oil Sump (Section 12-8).
Remove the Accessory Case (Section 12-9).
Remove the Oil Pump (Section 12-10).
Remove the Cylinder Baffles (Section 12-12).
Remove the Engine Cylinders and Pistons (Section 12-13).
Disassemble the Ignition System (Section 13-2).
Disassemble the Fuel Injection System (Section 13-1).
Disassemble the Accessory Case (Section 13-4).
Disassemble the Crankcase (Section 13-6).
Disassemble the Engine Cylinders (Section 13-5)
Disassemble the Drive Train (Section 13-7).
Perform a visual inspection prior to cleaning the engine parts
(Section 15-3).
Clean engine parts (Section 14-1).
Perform detailed visual parts inspection (Section 15-3 and
Table 11-3).
Perform Fluorescent Penetrant Inspections (Section 15-4).
Perform Magnetic Particle Inspections (Section 15-5).
Perform Dimensional Inspections (Section 15-6).
Perform overhaul repairs (Section 15-7).
Assemble engine components (Section 16).
Assemble engine (Section 17).
Install engine (Section 5-2).
Complete Post-Overhaul Test and Adjustments (Section 18).

31 October 2011
Table 11-3. Engine Overhaul Visual Inspection Checklist
Inspection Item Initials Findings
Complete the cursory visual inspection according to Section 15-3 during disassembly to avoid cleaning parts which
ultimately will be replaced. After disassembly and cleaning, inspect all parts which are not identified as 100%
replacement items (Ref. Section C-2.3) or mandatory replacement items during overhaul (Ref. Section C-2.4). Collect
faulty part (not required overhaul replacements) information at the end of each subsystem for a replacement parts list.
Fuel Injection System
Inspect the fuel injection system plumbing for cracks, dents,
chafing, flared end erosion, and deformation.
Inspect fittings and hardware on the fuel injection system for
damaged threads or stripped heads.
Inspect fuel injection system brackets for cracks, dents, or
wear.
Inspect the fuel pump and fuel manifold valve housings for
evidence of wear, deterioration and leakage.
Inspect tapped holes and helical coils on the fuel injection
system for distorted or stripped threads, cracks or dents.
Using a flashlight and 10X magnifying glass, inspect the fuel
pump and manifold housing, and bracket exterior for cracks.
Replacement Part Description Part Number Reason
Induction System
Inspect induction tubes, risers, and intake manifold for cracks,
dents, and chafing.
Check tube ends and flanges on the surface plate for warpage
or deformities
Inspect fittings and hardware on the induction system for
damaged threads or stripped heads.
Inspect tapped holes and helical coils on the induction system
for distorted or stripped threads, cracks or dents.
Inspect the induction the brackets, manifold, throttle, and
induction tubes with a 10X magnifying glass

31 October 2011
Lubrication System
Inspect the oil pump housing with a 10X magnifying glass.
Inspect the oil pump cover, tach drive adapter, and oil filter
adapter with a 10X magnifying glass.
Inspect the oil pump cover for scoring at gear contact
surfaces.
Using a flashlight and 10X magnifying glass, inspect all
remaining Lubrication System components.
Inspect all oil passages, especially in the oil pump housing
and tach drive housings, for flow restrictions.
Inspect the oil pump driver and driven gear shafts for security
and scoring.
Inspect the oil pressure relief valve plunger for scoring and
nicks and the face for roughness.
Inspect the oil sump and sump bolt holes.
Inspect the oil drain plug boss and drain plug for damaged
threads and damaged wrench flats.
Inspect the oil suction tube assembly for dents, cracks,
distorted or restricted openings.
Inspect the oil pump housing and tach drive housing studs for
distorted or stripped threads.
Inspect the lubrication system fastening studs.
Engine Cylinders
Inspect for obvious cracks, missing or bent fins. Inspect the
studs for corrosion, distortion, stripped or incomplete threads,
or looseness.
Inspect the cylinders using Table 11-7, “Engine Cylinder
Overhaul Inspection Checklist” .

31 October 2011
Crankcase
Inspect for obvious cracks, missing or bent hardware.
Inspect fasteners for loose or bent studs and damaged
threads
Inspect interior after disassembly for worn, scored, or
otherwise damaged journals.
Exhaust System
Inspect exhaust system in accordance with the airframe
Engine Drive Train

Perform a visual inspection of the starter components.
Inspect the exterior of the starter housing and cover for cracks
with a 10X magnifying glass.
Engine Drive Train

Inspect the drive train components using the “Engine Drive
Train Inspection Checklist” (Section 11-8)

31 October 2011
Table 11-4. Fluorescent Penetrant Inspection Checklist
Inspect clean, aluminum or non-ferrous metal parts IAW ASTM E1417, E1208, E1209, and E1219. Use Type I,
Penetrant Method A, B, C, or D and the “Fluorescent Penetrant Inspection” instructions in Section 15-4.
Inspection Item Focus Initials
General Pay particular attention to:
Look for discontinuities such as: • Bearing bosses.
• Fatigue cracks • Mounting flanges.
• Grinding • Shaft bores.
• Cracks from heat treatment or brittle- • Mating surfaces where hardware has been previously torqued.
ness • Areas where oil seals or bushings are pressed in or seated.
• Seams • Look for indications of weakness in corners, edges, holes, or fillets.
• Laps or ruptures Identify parts that contain linear indications that cannot be reworked.
Cylinders Pay particular attention to:
• Rocker boss areas
• Valve seat insert areas
• Valve guide areas
• Intake and exhaust flanges
• Intake and exhaust ports
• Between cylinder head cooling fins
• Cylinder-to-barrel mating area
• Mounting flanges
Alternator housing
• Bolt holes
Pay particular attention to:
• Cylinder-to-barrel mating area
• Bearing bosses
Crankcase and Accessory Case • Mounting flanges
• Shaft bores
• Through-bolt hole areas
• Crankcase/crankshaft exit area
• oil seals or bushing seats
Aluminum alloy brackets
• Bolt holes
Aluminum alloy Induction System
• Bolt holes
components
• Studs
• Bearing bosses
• Oil pump cavity area
Oil pump housing
• Oil seal or bushing seats
• Oil pump cavity area
Oil pump cover
Oil cooler adapter
• Oil seal or bushing seats

31 October 2011
Table 11-4. Fluorescent Penetrant Inspection Checklist
Inspect clean, aluminum or non-ferrous metal parts IAW ASTM E1417, E1208, E1209, and E1219. Use Type I,
Penetrant Method A, B, C, or D and the “Fluorescent Penetrant Inspection” instructions in Section 15-4.
Inspection Item Focus Initials
Cast aluminum oil sump
• Bolt holes
Oil filter adapter • Bolt holes
• Studs
Record parts which do not pass the inspection on Table 11-9, “Replacement Parts Inventory,” on page 21 for an
accurate inventory of required parts to rebuild. Mark the faulty parts as defective and discard.

31 October 2011
Table 11-5. Magnetic Particle Inspection Checklist

Use the fluorescent method wet continuous procedure on all ferrous parts. Follow the latest ASTM E1444 procedure
and the “Magnetic Particle Inspection” instructions in Section 15-5.
Inspection Item Initials Inspector Notes
Crankshaft
• Journals
• Fillets
• Oil holes
• Thrust flanges
• Prop flange
Cylinder Barrels
• Fin tips
• Fin roots
Camshaft
• Lobes
• Journals
• Drilled hole edges
Rocker arms
• Pad
• Socket under side arms and boss
Lubrication System:
• Oil pump gears
• Bevel gears
• Tachometer drive shaft
• Crankshaft gears
• Camshaft gear
Connecting rods (Section )

31 October 2011
Table 11-6. Dimensional Inspection Checklist

Reference “Dimensional Inspection” (Section 15-6) and “Overhaul Dimensional Limits” in Appendix D
Inspection Item Dimension Initials
Crankcase (Section 15-6 and D-7)

Crankshaft in main bearing diameter
(A)
(B)
(C)
Crankshaft in thrust bearing end
clearance
Camshaft in crankcase diameter
Camshaft in crankcase end
clearance
Through-bolt in crankcase diameter
Starter jack adapter bearing or plug
bore
Crankshaft front journal bore
Crankshaft rear journal bore
Thrust washer lands diameter
Camshaft bore diameter
Tappet guides diameter 1 2 3 4
Intake
Exhaust
Camshaft Journal Bore Diameter
Connecting Rods (Section 15-6.2 and D-8)

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

31 October 2011

Crankshaft end width
Bushing in connecting rod diameter
Bolt in connecting rod diameter

Connecting rod bearing on crankpin
diameter
Connecting rod on crankpin end
clearance
Connecting rod bearing and bushing
twist or convergence per inch of
length
Hydraulic tappet in crankcase
diameter
Piston pin in connecting rod bushing
diameter
Drive Train (Section 15-6.2)

Crank pins out of round
Main journals out-of-round
Crankshaft front journal diameter
Crankshaft intermediate journal
diameter
Crankshaft rear journal diameter
Crankpin diameter
Crankshaft run-out at center main
journals (shaft supported at thrust
and rear journal) full indicator
reading
Taper over crankshaft journal width
Crankshaft run-out at propeller
flange (when supported at front and
rear main journals) full indicator
reading
Crankshaft gear on crankshaft
diameter
Camshaft run-out at center journals
(shaft support at end journals) full
indicator reading
Camshaft gear on camshaft flange
diameter
Accessory drive gear on camshaft
diameter

31 October 2011

Accessory drive gear in crankcase
diameter
Accessory drive gear to camshaft
gear backlash
Connecting rod side clearance
Engine Cylinders (Section 15-7

and D-6) 1 2 3 4
Cylinder bore (lower 4.25 inch of
barrel) diameter
Cylinder bore (lower 5.75 inch from
open end of barrel) taper
Cylinder bore out-of-round
Cylinder bore – allowable oversize
Cylinder bore surface (Nitrided
Barrels)
Cross hatch angle
Finish in micro-inches Ra
Cylinder barrel in crankcase
diameter
Engine Cylinders (cont.) 1 2 3 4

Intake valve seat insert in cylinder
head diameter
Intake valve guide in cylinder head
diameter
Exhaust valve guide in cylinder
head diameter
Exhaust valve seat insert in cylinder
head diameter
Intake valve seat width
Exhaust valve seat width
Exhaust valve seat to valve guide
axis angle
Intake valve seat to valve guide axis
angle
Rocker shaft in cylinder head
bosses diameter
Rocker arm bushing bore diameter
Rocker arm bushing inside diameter
– finish bore
Rocker arm side clearance

31 October 2011

Rocker arm rotocoil clearance
Rocker arm grind width
Intake valve guide inside diameter
Intake valve in guide diameter
Exhaust valve guide inside diameter
Exhaust valve in guide diameter
Intake valve face-to-stem axis angle
Exhaust valve face-to-stem axis
angle
Intake valve length
Exhaust valve face-to-stem length
Intake valve face-to-stem runout
Rocker arm foot to valve stem (dry
valve gear lash)
Piston, graphite coated (bottom of
skirt) in cylinder diameter
Piston, non-graphite coated (bottom
of skirt) in cylinder diameter
Top piston ring in groove side
clearance
Second piston ring in groove side
clearance
Third piston ring in groove side
clearance
Fourth piston ring in groove side
clearance
Top ring gap at 1.00 ± 0.5 in. in-
cylinder depth
Second ring gap at 1.00 ± 0.5 in. in-
cylinder depth
Third ring gap at 1.00 ± 0.5 in. in-
cylinder depth
Fourth ring gap at 1.00 ± 0.5 in. in-
cylinder depth
Piston pin in piston diameter
Piston Pin diameter
Piston pin in cylinder end clearance

31 October 2011

Engine Cylinders (cont.) 1 2 3 4
Piston pin in connecting rod bushing
diameter
Bushing in connecting rod diameter
Bolt in connecting rod diameter
Connecting rod bearing and bushing
twist or convergence per inch of
length
Connecting rod bearing on crankpin
diameter
Connecting rod on crankpin end
clearance
Crankcase and attached parts
hydraulic tappet in crankcase
diameter
Cylinder assembly intake valve
guide bore
Cylinder assembly exhaust valve
guide bore
Rocker arm bushings ID
Valve rocker shaft outside diameter
Intake valve stem diameter
Exhaust valve stem diameter
Piston diameter at top
Piston diameter below 1st groove
Piston diameter at skirt
Piston pin bore diameter
Piston third ring groove width
Piston fourth ring groove width
Piston pin length w/plugs
Rocker arm thrust width
Cylinder dimension STD D
Cylinder dimension 0.005 D
Cylinder dimension 0.010 D
Cylinder dimension STD X
Cylinder dimension 0.005 X
Cylinder dimension 0.010 X
Cylinder dimension STD Y

31 October 2011

Cylinder dimension 0.005 Y
Cylinder dimension 0.010 Y
Lubrication System (Section 15-6.4)

Oil pump gears in housing end
clearance
Oil pump gears in housing diameter
Oil pump gear shafts in accessory
case and plate diameter
Oil pump driver gear cavity diameter
Oil pump driver gear shaft diameter
Oil pump driven gear cavity
diameter
Oil pump driven gear shaft diameter
Oil pump gear cavity depth
Square drive to camshaft gear
clearance
Oil pump driver gear to driven gear
backlash
Oil pressure relief valve spring
compressed to 1.58 inch load
Starter Overhaul according to manufacturer’s instructions
Alternator Overhaul according to manufacturer’s instructions
Fuel Pump (Section 15-7.2)

Fuel pump adapter pilot in
crankcase diameter
Fuel pump body pilot in adapter
diameter
Oil seal in adapter diameter
Fuel pump drive shaft in vacuum
pump drive gear tooth clearance
Va c u u m p u m p d r i v e n g e a r i n
crankcase clearance
Vacuum pump driven gear bore in
crankcase diameter
Va c u u m p u m p d r i v e g e a r t o
camshaft gear backlash

31 October 2011

Stud Height Settings (Section 15-6.7)
Oil Filter to Adapter
Starter to accessory case
Tach drive adapter to accessory
case
Oil filter adapter to accessory case
Alternator to accessory case
Oil sump to accessory case
Throttle to plenum
Exhaust flange stud
Intake flange stud
Rocker shaft stud
Cylinder mount deck
Accessory case mount flange (3.25)
Accessory case mount flange (2.06)
Dowel, accessory case mount
flange
Oil sump flange
Accessory drive pad (0.81)
Accessory drive pad (0.78)
Accessory pad (0.88)
Fuel pump mount pad
Camshaft cover
Oil cooler adapter pad
Plug, Engine front
Plug, #1 cylinder lower
Dowel, starter jack adapter
1-3 case half breather
Oil sump bracket
Crankcase through stud (2.82)
Crankcase through stud (2.62)
Helical coil
Starter jack adapter

31 October 2011

Oil seal
Install crankcase studs according to
the appropriate figure in Appendix
D.

31 October 2011
Table 11-7. Engine Cylinder Overhaul Inspection Checklist
Fluorescent Penetrant Inspection (on all non-ferrous metal parts)
Perform the inspection in accordance with ASTM E1417, 1208, E1209, and E1219. Use Type I, Penetrant Method A,
B, C, or D. and the “Fluorescent Penetrant Inspection” in Section 15-4.
Cylinder 1 2 3 4
Cylinder Heads
Cylinder Heads after Valve

S e a t o r Va l v e G u i d e
Installation
Magnetic Particle Inspection (on all ferrous parts)

Use the fluorescent wet continuous method and follow the latest ASTM E1444 procedure. Also refer to the section
“Magnetic Particle Inspection” in Section 15-5.
Engine cylinder barrel inner
and outer surfaces using
the close coil shot method.
Engine cylinder intake
valve, and rocker arms
using circular and
longitudinal magnetization
Dimensional Inspection
Refer to the Section 15-6, “Dimensional Inspection” and Appendix D
Cylinders
Cylinder Components
Table 11-8. Engine Drive Train Inspection Checklist

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

31 October 2011
Using Borroughs 8087A polishing tool or equivalent, rotate
the crankshaft in a lathe and polish the mains and crank
pins to a finish of 8 Ra maximum. Inspect the finish using a
profilometer. Perform a dimensional inspection on the
crankshaft mains and crankshaft pins according to the
“Drive Train Dimensional Inspection” in Section 15-6.2.
Inspect the crankshaft main journals, crank pins, and oil
seal area for scoring and burning.
Inspect the crankshaft gear bolt holes for distorted or
stripped threads.
Check the oil passages on the crankshaft for obstruction or
loose oil tubes.
Check the gear dowel for the desired snug fit.
Inspect the oil control plug for obstructions in the oil hole
and loose fit.
Using a 10X magnifying glass, inspect the crankshaft gear
and idler gear drive teeth for signs of overheating and wear.
Normal wear produces a fine polish on the tooth thrust
faces. Refer to the “Gear Tooth Inspection” in Section 15-
3.1 for acceptable/unacceptable criteria.
Verify the crankshaft connecting rod and cap mate marks
are adjacent to each other and the position numbers are
stamped on or adjacent to the bolt boss match.
Inspect the connecting rod for corrosion, pitting, rust,
discoloration (blue), galling, impact damage, nicks, bending,
or twisting.
Remove the nuts and bolts from the connecting rod and
separate the rod and the cap (accomplished during
disassembly). Inspect the connecting rod and cap parting
surface. Contact signatures resulting from assembly forces
are normal and acceptable. Fretting signatures resulting in
the loss of metal indicated by removal of original machining
marks are not acceptable.
Inspect the nut seat area on the connecting rod; check for
loss of material or signatures of edge loading of the bolt
under the head surface contact area. Inspect dowel
surfaces at the connecting rod and cap bolt holes for
distortion or scoring.
Verify the tin plating on the oil control collar is intact.
Inspect studs on the oil control collar for corrosion, pitting,
incomplete threads, or looseness.

31 October 2011
Complete the “Connecting Rod Dimensional Inspection” in
Section 15-6.2.1.
Remove the piston pin bushing from the connecting rod;
inspect the piston pin bushing bore and surrounding area
for nicks, gouges and mechanical damage.
Inspect the rod channel rails for nicks, gouges or
mechanical damage.
Table 11-9. Replacement Parts Inventory
Part Description Part Number Reason/Comment

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31 October 2011

31 October 2011
Engine Disassembly
Chapter 12. Engine Disassembly
12-1. Engine Disassembly Sequence
Disassemble the engine in the sequential order listed below. Detailed instructions follow
the listed order. Refer to the corresponding sections in this chapter:
1. Engine Low Voltage Harness Removal
2. Fuel Injection System Removal
3. Induction System Removal
4. Oil Cooler Adapter Removal
5. Starter Removal
6. Alternator Removal (and optional alternator bracket assembly)
7. Oil Sump Removal
8. Accessory Case Removal
9. Oil Pump Removal
10. Exhaust System Removal
11. Cylinder Baffle Removal
12. Engine Cylinder and Piston Removal

31 October 2011
Engine Disassembly
12-2. Engine Low Voltage Harness Removal
1. Remove the Manifold Air Temperature (MAT) Sensors (Figure 12-1) (12) from the
induction plenum and allow them to rest on the crankcase.
2. Unscrew the band clamps securing the Exhaust Gas Temperature (13) sensors in the
exhaust pipes. Remove the band clamps and the EGT sensors (13) from the exhaust
system.
3. Remove and discard the 120# cable ties (21) from the Signal Conditioner.
4. Cut, remove, and discard the safety wire from the Signal Conditioner (part of 4
installed in the accessory case) 25-pin connectors.
5. Loosen the two captive fasteners from the Signal Conditioner 25-pin connectors.
6. Grasp the Signal Conditioner 25-pin connectors by the backshell and remove them.
7. Remove two nuts (Figure 12-11) (15), lock washers (14), and retainer clips (20)
from the Signal Conditioner; discard the lock washers (14).
8. Remove the signal conditioner (Figure 12-1) (4) and gasket (Figure 12-11) (21)
from the accessory case; discard the gasket. Allow the Signal Conditioner to rest on
the crankcase until the oil sump is removed.
9. Remove the two, six-pin connectors from the Fuel Pressure Sensors (Figure 12-1)
(11) on the fuel distribution block.
10. Disconnect the Cylinder Head Temperature (CHT) Sensors (14) from the bayonet
adapter (24) in the cylinder heads; allow the CHT sensors to rest on the crankcase.
11. Cut, remove and discard the cable ties (Figure 12-1) (28).
12. Remove the two, six-pin connectors from the Manifold Air Pressure (MAP) Sensors
(10) installed in the induction plenum.
13. Remove three screws (22) and disconnect the Throttle Position Switch (TPS) (23).
and ground wire from the throttle assembly.
WARNING
Aviation fuel vapors are flammable; keep open flames and
ignition sources away from the open fuel lines.
CAUTION: Discard waste fuel according to local environmental
standards. Aviation fuel is flammable. Keep open flames and ignition
sources away from open fuel lines. Do not pour fuel waste in trash
cans or sewage systems.
14. Refer to Figure 12-2; place a small container beneath the fuel line to capture fuel.
Remove the fuel line “B” nuts from the fuel injector nozzles. Place protective caps
on the fuel injector lines.
15. Remove the jam nut (Figure 12-1) (17) and washer (18) from each fuel injector
nozzle (16).
16. Slide the fuel injector coils (15) off the fuel injector nozzles.

31 October 2011
Engine Disassembly
17. Remove the engine low voltage harness (1) from the engine.

2 Electronic Control Unit #1 10 18 Washer 26 Cable Tie
Sensor

31 October 2011
Engine Disassembly
12-3. Fuel Injection System Removal
NOTE: Tag reusable parts during removal to avoid confusion during
assembly.
1. Place a small container beneath the fuel tube to capture fuel; disconnect the fuel
lines (Figure 12-2)(9 through 12) from the fuel distribution block (4).
2. Remove the bolt (25), washer (27), and self-locking nuts (28) from the cushion
clamps (24 & 25) securing the fuel lines (9-12) to the induction tubes. Discard the
self-locking nuts (28). Remove the fuel lines (9 through 12) from the engine.
3. Inspect the fuel lines for deformities, bends, or chafing. Discard and record
replacement requirements on the overhaul checklist.
NOTE: Use Ideal Aviation Part No. 8168-IA Injector Nozzle Removal/
Insertion Tool (“Special Tools” in Chapter 3) to remove the fuel injector
nozzles from the engine cylinders.
4. Disconnect the fuel hose (Figure 12-2) (13) between the fuel filter (5) and the fuel
distribution block (4).
5. Disconnect the fuel hose (14) between the fuel pump (2) outlet fitting and the fuel
filter (5) inlet fitting.
6. Disconnect the fuel hose (15) between the fuel distribution block (4) and the
solenoid valve inlet fitting (17) or airframe fuel return connection.
7. Discard the fuel hoses (13, 14, 15 & 16).
8. Remove the crankcase backbone hardware securing the fuel distribution block (4) to
the engine and remove the fuel distribution block (4) and bracket assembly.
9. Remove the screws (20) securing the diverter (solenoid) valve (8) to the bracket
(18). Loosen the hose clamp (Figure 12-3) (14) securing the diverter valve bracket
(Figure 12-2) (18) to the #1 cylinder induction tube and remove the bracket.
Remove the fittings (17 & 18) from the solenoid valve (8); discard the solenoid
valve (8).
10. Remove the screw (32) and lock washer (33) from the bracket (29). Remove the
bracket (29) and fuel filter assembly (5) from the engine. Discard the lock washers
(33).
11. Remove the nut (Figure 12-3) (12), lock washers (11) and plain washers (24) from
the throttle body (Figure 12-2) (10); discard the lock washers. Remove and store the
throttle body (10) in a clean area.
12. Remove the nuts (21), lock washers (22), and plain washers (23) securing the fuel
pump (2) to the engine. Discard the lock washers (22).
13. Remove the fuel pump (2) and fuel pump gasket (7). Discard the fuel pump gasket
(7).
14. Remove and discard the shaft (6) from the fuel pump mounting boss cavity.

31 October 2011
Engine Disassembly


31 October 2011
Engine Disassembly
12-4. Induction System Removal
1. Remove eight sets of (Figure 12-3) nuts (20), lock washers (19), and washers (18);
discard the lock washers (19).
2. Remove the bolt (5), ground strap (Figure 12-1) (33), washer (Figure 12-3) (6),
washer (7), spacer (8), sleeve (9), lock washer (11) and nut (12) securing the plenum
(1) to the bracket (10). Discard the lock washer (11) and ground strap.
3. Remove the assembled induction spider (1, 14, 15, 16, 17, etc.) and throttle
assembly from the engine.
4. Remove four sets of nuts (12), lock washers (11) and washers (21) from the throttle
body; discard the lock washers (11).
5. Separate the throttle assembly (Figure 12-2) (3) from the plenum (Figure 12-3) (1);
remove and discard the gasket (2). Store the throttle assembly in a clean location for
overhaul or core exchange.
6. Remove and discard the gaskets (13) from the cylinder intake port flanges.
7. Remove the hose clamps (14) and separate the induction tubes (16) and hoses (15)
from the plenum (1).
8. Use a fiber drift to flatten the ears of the tab washer (22) away from the head of the
bolt (22). Remove the bolt, tab washer (22) and throttle cable (23) bracket from the
plenum (1). Discard the tab washer (22).
9. Remove the plugs (24) from the induction plenum (1).

31 October 2011
Engine Disassembly
Figure 12-3. Induction System

1 Plenum 7 Washer 13 Gasket 19 Lock Washer
2 Gasket 8 Spacer 14 Clamp 20 Nut
3 Bracket, Throttle Cable 9 Sleeve 15 Hose 21 Washer
4 Stud 10 Bracket 16 Induction Tube 22 Washer
5 Bolt 11 Lock Washer 17 Flange 23 Bolt
6 Washer 12 Nut 18 Washer 24 Plug

31 October 2011
Engine Disassembly
12-5. Oil Cooler Removal
Remove the oil cooler from the airframe according to the airframe manufacturer’s
instructions. The IOF-240 may be equipped with either an oil cooler adapter or a
combination oil cooler/oil filter adapter. Follow the appropriate removal instructions
based on the engine configuration.
12-5.1. Oil Cooler Adapter Removal
NOTE: Remove and replace the oil cooler according to the airframe
1. Remove the adapter fittings (Figure 12-4) (4) from the oil cooler adapter.
2. Remove the O-rings (3) from the fittings (4); discard the O-rings (3).
3. Cut, remove and discard the safety wire from the Oil Temperature Control Valve (6).
4. Remove the Oil Temperature Control Valve (6) from the oil cooler adapter (2).
gasket (5).
6. Remove the nuts (9), lock washers (8) and washers (7) securing the oil cooler
adapter (2) to the crankcase. Discard the lock washers (8).
7. Remove the oil cooler adapter (2) from the crankcase.


31 October 2011
Engine Disassembly
12-5.2. Oil Cooler/Filter Adapter Removal
1. Cut, remove and discard safety wire (Figure 12-5) from the oil filter.
2. Remove and discard the oil filter (12).
3. Remove the fittings (10 & 11) and plugs (13) from the oil cooler/filter adapter (2).
4. Remove the O-rings (9) from the fittings (10 & 11) and discard the O-rings (9).
5. Cut, remove and discard safety wire from the Oil Temperature Control Valve (4).
6. Remove the Oil Temperature Control Valve (4) from the oil cooler/filter adapter (2).
gasket (5).
8. Remove the nuts (7), lock washers (6) and washers (5) securing the oil cooler
adapter (2) to the crankcase. Discard the lock washers (6).
9. Remove the oil cooler/filter adapter (2) from the accessory case.
10. Remove the gasket (1) from crankcase and discard the gasket.
11. Place the oil cooler/filter adapter in a clean, protected area awaiting inspection.

3 Gasket 8 Lock Washer 13 Plugs

31 October 2011
Engine Disassembly
12-6. Starter Removal
1. Remove two sets of bolts (Figure 12-6) (7), lock washers (4), and washers (6) from
the rear of the accessory case and rear lifting eye. Discard the lock washers.
2. Remove three sets of nuts (5), lock washer (4), washers (3) and spacers (8) from the
starter mounting flange. Carefully remove the starter assembly without damaging
the mounting stud threads. Discard the lock washers.
NOTE: Overhaul instructions are not available for the IOF-240 starter.
Replacement starters (new, rebuilt, or overhauled) are available. Obtain a
replacement starter prior to engine assembly.
3. Remove and discard the gasket (1). Remove and retain the starter for core exchange.
Figure 12-6. Starter Assembly

1 Gasket 5 Nut
3 Washer 7 Bolt

31 October 2011
Engine Disassembly
12-7. Alternator Removal
Replace the alternator if it fails to deliver the correct voltage and amperage to the aircraft
electrical system and at engine overhaul. IOF-240 engines may be equipped with either a
direct drive rear mounted alternator or a front-mounted, belt driven alternator. Follow the
procedure that matches your engine configuration.
12-7.1. Direct Drive Alternator Removal
1. Remove three sets of nuts (Figure 12-7) (4) and washers (3) from the alternator
flange.
2. Remove the alternator (1) from the crankcase.
NOTE: In order to remove the gasket from the accessory case, the
tachometer adapter (or cover) must first be removed.
3. Remove and discard the gasket (2) according to instructions in Section 12-9.
4. Remove the cotter pin (8) and nut (7). Discard the cotter pin (8).
5. Remove the alternator drive hub assembly (6) from the alternator shaft.

6. Remove and discard the Woodruff key (5).

7. No overhaul instructions are available for the direct drive alternator. Retain the
alternator for core exchange.

31 October 2011
Engine Disassembly
12-7.2. Belt Driven Alternator Removal
1. Remove the bolt (Figure 12-8) washer, and lock washer from the alternator adjusting
bracket.
2. Remove and discard the alternator drive belt.
3. Remove the pivot bolt.
4. Remove the bolts (Figure 12-9), nuts, and washers to remove the alternator
mounting bracket.
5. Replace the belt driven alternator with a new or factory rebuilt unit or a unit which
has been overhauled according to FAA approved procedures.
Figure 12-8. Front View of Belt Driven Alternator

31 October 2011
Engine Disassembly
Figure 12-9. Side View of Belt-Driven Alternator

31 October 2011
Engine Disassembly
12-8. Oil Sump Removal
NOTE: The oil should have been drained prior to engine removal. The
safety wire should have been removed and discarded, and the oil drain
plug (8) and copper gasket (14) should have been removed. Discard the
copper gasket (14).
1. Remove the oil gauge rod (Figure 12-10) (5) from the oil sump (2).
2. Remove the oil drain plug (4) and copper gasket (3) from the oil sump; discard the
gasket (3).
3. Remove the self-locking nut (9) and washers (8 & 20) from the oil fill tube bracket
and engine mount leg stud. discard the self-locking nuts (9)
4. If using the oil sump with the optional oil filler neck, disconnect the bracket (16)
from the accessory case.
5. Remove the screw (23) and lock washer (22) from the Speed Sensor Assembly.
Discard the lock washer (22).
6. Remove the self-locking nuts (7) and washers (6) from the perimeter of the oil sum
flange. Discard the self-locking nuts (7).
7. Separate the oil sump (2) and Speed Sensor Assembly from the accessory case and
crankcase.
8. Remove and discard the oil sump gaskets (1).
9. If using the oil sump with the optional oil screw (15) from the support bracket (16).
a. Remove the brackets (16 & 13) from the oil filler neck.
b. Loosen clamps (10) and separate the oil filler neck extension (12) from the oil
sump.
c. Remove and discard the hose (11).
10. Remove the air/oil separator (19) according to the airframe manufacturer's
instructions.

31 October 2011
Engine Disassembly
Figure 12-10. Oil Sump

1 Oil Sump Gasket 9 Self-locking Nut 17 Self-locking Nut
2 Oil Sump 10 Clamp 18 Plug
3 Copper Gasket 11 Hose 19 Air/Oil Separator
4 Oil Drain Plug 12 Oil Filler Neck Extension 20 Spacer
5 Oil Gauge Rod 13 Clamp 21 Dowel Sleeve
6 Plain Washer 14 Washer 22 Washer
7 Self-locking Nut 15 Screw 23 Screw
8 Plain Washer 16 Bracket

31 October 2011
Engine Disassembly
12-9. Accessory Case Removal
The IOF-240 accessory case offers multiple configuration options. Figure 12-11 depicts
the baseline engine configuration with a tachometer drive adapter and covers over the
alternator and oil screen pads.
1. Cut, remove and discard the safety wire from the oil pressure relief valve cap
(Figure 12-11) (9). Remove eight sets of nuts (15), lock washers (14) and washers
(13) from the perimeter of the accessory case; discard the lock washers (14).
2. Gently tap the perimeter of the accessory case (2) with a soft rubber or rawhide
mallet and remove the accessory case as an assembly from the crankcase.
3. Remove and discard the crankcase cover gasket (3).

1 Accessory Case Complete 9 Oil Pressure Relief Valve Cap 17 Nut 25 Lock Nut
2 Studded Crankcase Cover 10 Oil Suction Tube Assembly 18 Lock Washer 26 Oil Flange Seal
3 Crankcase Cover Gasket 11 Seal Washer 19 Lock Nut 27 Magneto Pad Cover
4 O-Ring 12 Alternator Gasket 20 Retainer Washer
5 Plunger 13 Washer 21 Magneto Gasket
6 Oil Press. Relief Valve Spring 14 Lock Washer 22 Oil Filter Pad Cover
7 Oil Press. Relief Valve Spring 15 Nut 23 Tach Drive Adapter
8 Copper Gasket 16 Lock Washer 24 Gasket

31 October 2011
Engine Disassembly
12-10. Oil Pump Removal
1. Use a drift to bend the tab washer (Figure 12-12) (4) ears away from the bolt heads.
2. Remove the bolts (5) and four tab washers (4); discard the tab washers (4).
NOTE: Engine configurations without a tachometer drive adapter use a
driven gear with a short shaft that does not pass through the accessory
case. Removal instructions are identical for each configuration.
3. Separate the oil pump cover (3) from the oil pump cavity and remove the drive gear
(1) and driven gear (2) from the accessory case.
4. Place the oil pump components in a clean, protected area until overhaul inspection.
Figure 12-12. Oil Pump

3 Oil Pump Cover

31 October 2011
Engine Disassembly
12-11. Exhaust System Removal
Refer to the airframe manufacturer’s instructions for exhaust system removal and overhaul
instructions.
12-12. Cylinder Baffle Removal
1. Remove the bolt (Figure 12-13)(1) and washer (3) from the 1-3 side of the engine.
2. Remove the bolts (2), washers (3), and baffle supports (4 & 4A).
3. Push the baffle fasteners (10) upward against the springs (9) to disengage the baffle
from the baffle supports (6).
4. Remove the baffle fasteners (10) and springs (9). Discard the springs (9).
5. Remove the baffle supports (6) from the cylinder fins.
6. Remove baffle assemblies (5, 7, 8, & 11) from the cylinders.
7. Repeat steps 1 through 6 to remove the cylinder baffle assemblies from the 2-4 side
of the engine.

31 October 2011
Engine Disassembly
Figure 12-13. Cylinder Baffle Assembly

1 Bolt 4 Baffle Support 6 Baffle Support 9 Spring
2 Bolt 4A Baffle Support 7 Baffle Assembly-Cylinders 2&3 10 Baffle Fastener
3 Washer 5 Baffle Assembly-Cylinders 1&4 8 Baffle Assembly-Cylinders 2&4 11 Baffle Assembly-Cylinders 1&3

31 October 2011
Engine Disassembly
12-13. Engine Cylinder and Piston Removal
These instructions apply only to engines removed for overhaul. To remove and replace an
individual cylinder, refer to the “Engine Cylinder Maintenance” instructions in the
Chapter 10. Tag removed parts identify location to aid future assembly.
1. Loosen and remove cylinder drain tubes (Figure 12-15) (45).
2. Remove and discard the drain tube seals (46). Remove the drain tube fittings (19).
3. Remove the screws (32), lock washers (31), and washers (30) from the rocker cover
(29) and remove the rocker cover from the cylinder; discard the lock washers (31).
Repeat for the remaining seven rocker covers.
4. Remove and discard eight rocker cover gaskets (28).
5. Position the crankshaft so the #1 piston is at top dead center and both intake and
exhaust valves of the cylinder to be removed are closed.
6. Bend the tab washer (26) ears away from the nuts (27) and remove the nuts (27), tab
washers (26) and retainers (25); discard the tab washer (26).
7. Remove the rocker arms (20) and valve rocker shafts (24) from the cylinder studs.
8. Withdraw all of the push rods (40) from their respective housings (35).
9. Grasp each push rod housing (35) and push it inward toward the crankcase,
compressing the push rod housing spring (37); lower the cylinder end of the pushrod
housing (35) and remove it from the cylinder bore (35). Remove and discard the
gaskets (36) and packing (39).
10. Remove the nuts (43 and 44) from the cylinder base flange. As the fastening
hardware is removed, cradle the cylinder in your arm for support. Discard the
cylinder deck stud and through-bolt nuts (43 and 44).
CAUTION: The crankcase cylinder mounting flange and piston will
be damaged if the connecting rod is allowed to fall freely to the
crankcase as the cylinder is withdrawn.
11. While supporting the cylinder, carefully and slowly pull the cylinder away from the
crankcase with one hand. Use the other hand to catch the piston as the cylinder is
withdrawn to prevent crankcase or cylinder damage.
12. Remove the cylinder base O-ring (9). Install the old O-ring over the cylinder base
studs in the shape of a figure 8 (Figure 12-14) to support the connecting rod. If the
O-ring is damaged, heavy duty elastic bands will suffice to immobilize the
connecting rods during disassembly.
Procedure continues after Figure 12-15

31 October 2011
Engine Disassembly
Figure 12-14. Cylinder Base O-ring Supporting Connecting Rods


31 October 2011
Engine Disassembly
13. Remove the piston pin (Figure 12-16) (6) and piston (1) from the connecting rod.
Discard the piston pin (6).
NOTE: The crankshaft may be rotated to raise the hydraulic tappets to the
highest point in the bore.
14. Remove and discard the (two per cylinder) hydraulic tappets (Figure 12-15) (45).
15. Repeat steps 5-14 for the remaining cylinders.
Figure 12-16. Piston, Piston Pin and Rings

31 October 2011
Component Disassembly
Chapter 13.Component Disassembly
13-1. Fuel Injection System Disassembly
Continental Motors does not provide overhaul instructions for the fuel pump or throttle
assembly due to the precise calibration requirements after assembly. Continental Motors
offers new and rebuilt fuel pump assemblies, fuel distribution blocks and throttle
assemblies or the assemblies may be rebuilt by an FAA Part 145 Repair Station authorized
to overhaul the assemblies. Check for evidence of leakage or wear; clean, inspect, and
replace the remaining fuel injection system parts according to the overhaul instructions in
this and subsequent chapters of this manual.
NOTE: Continental Motors offers new and rebuilt fuel pumps which meet
new part specifications. Continental Motors does not control FAR Part
145 Repair Station activities; verify the Repair Station qualifications
before contracting fuel pump overhaul. Fuel pump overhaul must be
accomplished under carefully controlled conditions per approved
procedures in compliance with FAA regulations.
Fittings selection and orientation differs significantly between engine model specifications
for fuel pumps, fuel distribution blocks and throttle assemblies. Using the illustration in
Figure 13-1 as a guide, record the orientation of the fitting in relationship to the bore prior
to removal. Refer to the recorded fitting orientation during assembly.
Disassemble the fuel distribution block and fuel filter according to instructions on the
following pages. Check for evidence of leakage or wear. Clean, inspect, and replace the
parts as directed in subsequent chapters in the manual.
0°
0°
270° 90°
270° 90°
180°
Second Fitting Orientation
When first fitting is straight, first
180° fitting orientation applies to the
second fitting
Figure 13-1. Fitting Orientation Guide

31 October 2011
13-1.1. Fuel Distribution Block Disassembly
The Fuel Distribution Block may be configured with a plug in the fuel return port or an
elbow fitting, depending on the engine model configuration.
1. Remove the fittings (Figure 13-2) (13 & 14) and plugs (15 & 16).
2. Remove two screws (12) and washers (11) to separate the mounting bracket from
the fuel distribution block housing.
3. Remove and discard fuel pressure sensors.
4. Examine the components for evidence of leakage or wear.
5. Refer to Figure 13-4. Remove the safety wire and four screws (8), lock washers (9),
and washers (10) from the cover; discard the lock washers (9).
6. Remove the cover plate (2). Remove and discard the gasket (6), and o-ring (5).
7. Remove and inspect the filter screen (4) for evidence of damage, corrosion, or
contamination. If contamination is present, inspect the fuel supply to prevent
contamination of the new filter screen. Discard the filter after inspection.
8. Store the remaining parts for cleaning, inspection and assembly.

31 October 2011
Figure 13-2. Fuel Distribution Block

Plug or Elbow w/Orifice Fit-
1 Fuel Distribution Block Body 5 O-Ring 9 Lock Washer 13
ting

31 October 2011
13-1.2. Fuel Filter Disassembly
1. Remove two screws (Figure 13-3) (3), lock washers (5) and washers (4) from the
fuel filter (1) and bracket (2) assembly; discard the lock washers (5).
Figure 13-3. Fuel Filter and Bracket

1 Fuel Filter Assembly 4 Washer
2 Bracket 5 Lock Washer
3 Fillister Head Screw
2. Remove the fittings (Figure 13-4) (12) from the fuel filter housing (1) and cover (2).
3. Remove four screws (10) and washers (11) from the fuel filter cover (2) and bracket
(2) assembly.
4. Remove the cover (2) from the fuel filter housing (1). Remove and discard the O-
ring (5), spring (4) and screen (3).
5. Remove the plug (9), plunger (8), spring (7) and ball (6) from the fuel filter housing
(1). Discard the plunger (8), spring (7) and ball (6).
6. Store the remaining parts for cleaning, inspection and assembly.

31 October 2011

4 Spring 8 Plunger 12 Nipple Fitting 16

31 October 2011
13-2. Ignition System
FADEC component disassembly is not required. FADEC engine electronic components in
the engine compartment (forward of the firewall), including the electronic control units
(ECU) are replaced at overhaul.
13-3. Starter Disassembly
Replace the starter at overhaul; disassembly is not required.
13-4. Accessory Case Disassembly
Accessory case configurations differ significantly between engine models. Options
include several oil filter adapter variations, mechanical tachometer and gear driven
alternator. Lubrication System components are contained within the accessory case. Find
the instructions within these instructions which match the engine configuration.
13-4.1. Accessory Case without Oil Filter Adapter

CAUTION: When the oil pressure relief valve cap is removed, the
tension relief will cause the springs to extend and exit the accessory
case.
1. Remove the oil pressure relief valve cap (9) from the accessory case slowly, hold a
free hand over the bore to catch the springs (6 & 7). Remove the plunger (5) from
the accessory case bore. Remove the copper gasket from the cap (8). Discard the
springs (6 & 7) and gasket (8).
2. Cut and remove the safety wire from the oil suction tube (10).
3. Remove the oil suction tube (10) and O-ring (4); discard the O-ring (4).
4. Remove the lock nut (19) and washer (18) from the tach drive adapter (or cover)
(23). Store the tachometer drive adapter (23) for cleaning, inspection and overhaul.
NOTE: The inboard and outboard oil filter adapter cover hardware
differs. Verify the hardware during engine assembly.
5. Remove the nuts (15 & 17), lock washers (14 & 17), and washers (13 & 18) from
the oil filter adapter cover (22), discard the lock washers (14 & 17). Remove and
discard the seal washers (11) from the outboard studs. Remove the oil filter adapter
cover plate (22) from the accessory case.
6. Remove the gasket material and silk thread residue from the accessory case oil filter
adapter boss.
7. For engine models equipped without a gear driven alternator, remove the lock nuts
(25) and washers (13) from the alternator pad cover (24). Remove the alternator pad
cover (24) from the accessory case, remove and discard the gasket (12); discard the
lock nuts (25).
8. Remove the nuts (15), lock washers (14), retaining clips (20), and magneto pad
cover from the right magneto pad. Discard the lock washers (14) and gasket (21).

31 October 2011
Figure 13-5. Accessory Case without Oil Filter Adapter

4 O-Ring 12 Alternator Gasket 20 Magneto Hold-Down Washer

31 October 2011
13-4.2. Accessory Case with Inboard Offset Oil Filter Adapter

case.
4. Remove the lock nut (19) and washer (18) from the tach drive adapter cover (23).
Store the tach. drive adapter cover (23) for cleaning and inspection.
NOTE: The inboard and outboard oil filter adapter hardware differs.
Verify the hardware during engine assembly.
the oil filter adapter (22), discard the lock washers (14 & 16). Remove the oil filter
adapter (22) and gasket (11) from the accessory case; discard the gasket (11).
6. For engine models equipped without a gear driven alternator, remove the lock
nuts (27) and washers (13) from the alternator pad cover (26). Remove the alternator
pad cover (26) from the accessory case, remove and discard the gasket (12); discard
the lock nuts (27).

31 October 2011
Figure 13-6. Accessory Case with Inboard Offset Oil Cooler

1 Accessory Case Complete 9 Oil Pressure Relief Valve Cap 17 Nut 25 Oil Filter
2 Studded Crankcase Cover 10 Oil Suction Tube Assembly 18 Washer 26 Alternator Pad Cover
3 Crankcase Cover Gasket 11 Gasket 19 Lock Nut 27 Lock Nut
4 O-Ring 12 Alternator Gasket 20 Retainer Washer 28 Magneto Pad Cover
6 Oil Press. Relief Valve Spring 14 Lock Washer 22 Oil Filter Adapter
7 Oil Press. Relief Valve Spring 15 Nut 23 Tachometer Adapter Cover
8 Copper Gasket 16 Lock Washer 24 Stud

31 October 2011
13-4.3. Accessory Case with Outboard Offset Oil Filter Adapter

case.
4. Remove the lock nut (19) and washer (18) from the tach drive adapter (or cover)
(23). Remove and discard the gasket (12). Store the tachometer drive adapter (23)
for cleaning, inspection and overhaul.
NOTE: The inboard and outboard oil filter adapter cover hardware
the oil filter adapter (22), discard the lock washers (14 & 16). Remove the oil filter
adapter (22) and gasket (11) from the accessory case; discard the gasket (11).

31 October 2011
Figure 13-7. Accessory Case with Outboard Offset Oil Cooler

2 Studded Crankcase Cover 10 Oil Suction Tube Assembly 18 Washer 26 Oil Flange Seal
3 Crankcase Cover Gasket 11 Gasket 19 Lock Nut 27 Magneto Pad Cover

31 October 2011
13-5. Engine Cylinder Disassembly
CAUTION: To prevent damage to the engine cylinder, take
precautions when removing studs as directed in Appendix C-7.
1. Place the cylinder assembly on a cylindrical block of wood anchored to a
workbench.
2. Use a Valve Spring Compressor Tool (Section 3, “Special Tools and Supplies” ) to
carefully compress the valve springs (Figure 13-8) (14 & 15). Do not cock the
rotocoil or retainer (17), which could score the valve stem.
3. Use a magnet to remove the retainer keys (18); discard the retainer keys (18).
4. Remove and discard the rotocoil or retainer (17).
5. Remove and discard the outer (15) and inner (14) valve springs.
6. Remove the lower retainers (16).
7. Remove and discard the intake valve guide seal (6).
8. Hold the valve stems while lifting the cylinder from its support and place the
cylinder on its side.
9. Remove the intake (13) and exhaust (12) valves; discard the exhaust valves (12).
10. Remove and discard the cylinder exhaust flange studs (7), regardless of condition,
according to instructions in Appendix C-7
11. Remove the cylinder head temperature bayonet adapter (47) from the lower side of
each cylinder.

31 October 2011


31 October 2011
13-6. Crankcase Disassembly
1. Rotate the engine stand to place the crankcase nose upright.
2. Remove the nut (Figure 13-9) (22), lock washers (21), washer (20), camshaft cover
(19) and gasket (18); discard the lock washers and gasket (18).
3. Remove and discard two bolts (37) from the oil seal retainer plate (36). Remove the
oil seal retainer plates (36) from the crankcase.
4. Remove the nuts (32 & 35), lock washers (31 & 34), washers (30 & 33), accessory
cover (29), and gasket (28) from the lower accessory drive adapter pad; discard the
lock washers (31 & 34) and gasket (28).
5. Remove the nuts (27), lock washers (26), washers (25), right forward accessory
cover (or optional vacuum pump) (24), and gasket (23) from the crankcase; discard
the lock washers (26) and gasket (23).
6. Rotate engine stand to place the 1-3 (right) crankcase half downward.
7. Remove the bolts (1, 2 & 3), screws (4), washers (5) and nuts (6) from the crankcase
backbone.
8. Remove the front lifting eye (9), plenum bracket (8), and ground strap (40) if they
have not already been removed from the engine.
9. Remove the remaining through-bolt nuts (14, 16, 38 & 39).
10. Use the crankcase through-bolt remover tool (Section 3, “Special Tools and
Supplies” ) to remove the 7/16-inch through bolts (10 through 12) (a non marring
hammer may be used to loosen the bolts and drive them through the crankcase).
11. Remove and discard the O-rings (13).
12. Remove the lower spine and crankcase nose hardware: bolts (2) washers (5) and
nuts (6).
13. Disconnect the right crankcase engine mounts from the engine stand.
14. Carefully lift the right crankcase half while an assistant supports the connecting rods
to prevent the connecting rods from hitting cylinder decks.
15. Before further disassembly, check and record gear backlash with a dial indicator
according to the gear backlash fits and limits in Appendix D.
16. Remove the camshaft assembly (Figure 13-13) (1) and the vacuum pump driven
gear (8) from the crankcase, in that order.

31 October 2011
Figure 13-9. Crankcase Fasteners

1 Bolt 11 Through Bolt 21 Lock Washer 31 Lock Washer
2 Bolt 12 Through Bolt 22 Nut 32 Nut
3 Bolt 13 O-Ring 23 Gasket 33 Washer
4 Screw 14 Washer 24 Accessory Cover 34 Lock Washer
5 Washer 15 Spacer 25 Washer 35 Nut
6 Nut 16 Nut 26 Lock Washer 36 Oil Seal Retainer Plate
7 Fuel Distribution Block 17 Gasket Adapter 27 Nut 37 Bolt
8 Plenum Bracket 18 Cam Cover Gasket 28 Gasket 38 Nut
9 Lifting Eye 19 Camshaft Cover 29 Accessory Cover 39 Washer
10 Through Bolt 20 Washer 30 Washer 40 Ground Strap
Procedure continues on next page

31 October 2011
17. Remove the crankshaft assembly (Figure 13-10) (1) from the crankcase.
18. Place the camshaft and crankshaft assemblies on proper holding fixtures to prevent
damage.
19. Remove and discard the crankshaft main bearings (12 & 13) and thrust washers (11).
20. Work the oil seal spring (15) from the oil seal counterbore and detach it from the oil
seal (14). Unhook the spring ends using an unwinding motion and discard the oil
seal spring (15).
21. Twist and remove the crankshaft nose oil seal (14) from the crankshaft. Gentle
prying may be required to extract the seal from the counterbore. Discard the
crankshaft nose oil seal (14).
22. Clean the Gasket Maker residue out of the crankcase counterbore recess using a
chlorinated solvent Loctite Chisel or methylene chloride followed by a naptha
solvent such as Loctite ODC-Free Cleaner and Degreaser. Remove all debris to
render the bore clean, without any trace debris.
Figure 13-10. Crankshaft Assembly

1 Crankshaft 6 Connecting Rod Nut 11 Thrust Washer 16 Oil Seal Retainer Plate
2 Connecting Rod Assembly 7 Connecting Rod Bearing 12 Crankshaft Main Bearing 17 Connecting Rod & Cap
3 Bolt 8 Dowel 13 Crankshaft Main Bearing
4 Piston Pin Bushing 9 Crankshaft Gear 14 Crankshaft Oil Seal
5 Connecting Rod Bolt 10 Screw 15 Oil Seal Spring

31 October 2011
23. Remove the starter adapter plug (Figure 13-11) (10)and dowel (15) from the rear of
the crankcase.
Figure 13-11. Starter Jack Adapter
Procedure continues on next page

31 October 2011
NOTE: Do not attempt to remove the oil squirt nozzles from the
crankcase; squirt nozzle field replacement is prohibited.
24. Remove and tag crankcase plugs (Figure 13-12) (13 & 14) to identify their installed
location. Inspect the plugs for wear; replace worn plugs.
25. Inspect crankcase studs, dowels and helical coils for condition and security.
26. Examine crankcase and components for evidence of leakage or wear; replace worn
or damaged components.

31 October 2011
Figure 13-12. Crankcase Studs

1 Crankcase Assy. w/Studding 7 Stud 13 Pipe Plug
2 Stud 8 Stud 14 Plug 19 Stud
3 Stud 9 Stud 15 Dowel 20 Stud
4 Stud 10 Starter Plug Adapter Assembly 16 Stud 20A Helical Coil Insert
5 Dowel 11 Stud 17 Seal 21 Squirt Nozzle
6 Stud 12 Stud 18 Stud 21A Crankcase Breather Assy.

31 October 2011
13-7. Engine Drive Train Disassembly
The engine drive train consists of the camshaft and crankshaft.
13-7.1. Camshaft Disassembly
1. Remove the bolts (Figure 13-13) (7) and washers (6).
2. Remove the bevel gear (5) and pin (2); discard the pin (2).
3. Remove and discard the safety wire from the four bolts (4). Remove and discard the
camshaft gear bolts (4). Remove the camshaft gear (3).
4. Store the camshaft parts in a safe location for cleaning and inspection.
Figure 13-13. Camshaft Assembly

1 Camshaft Assembly 3 Camshaft Gear 5 Bevel gear 7 Bolt
2 Pin 4 Bolt 6 Washer 8 Vacuum Pump Gear

31 October 2011
13-7.2. Crankshaft Disassembly
1. Place wooden support blocks under the front and rear main journals of the
crankshaft.
2. Remove and discard all spiral lock nuts (Figure 13-10) (6) and connecting rod bolts
(5). Separate the connecting rod caps from the connecting rod with their position
numbers matched.
3. Remove and discard the connecting rod bearings (7).
4. Remove and discard the safety wire; remove and discard the four drilled head bolts
(10).
CAUTION: Do not scratch, mar, or damage the crankshaft or
crankcase while removing the crankshaft nose oil seal.
5. Remove the gear (9) by tapping the circumference of the gear with a rawhide mallet.

1 Crankshaft Assembly 6 Nut 11 Thrust Washer 16 Retainer Plate
2 Connecting Rod Assembly 7 Bearing 12 Main Bearing 17 Connecting Rod & Cap Assy
3 Bolt 8 Dowel 13 Main Bearing
4 Bushing 9 Crankshaft Gear Cluster 14 Seal
5 Bolt 10 Screw 15 Spring

31 October 2011

31 October 2011
Engine Cleaning
Chapter 14. Engine Cleaning
14-1. Engine and Component Cleaning
The goal of cleaning engine components is to remove dirt and contamination. A “cleaned”
part is free of dirt, carbon, varnish, and gum substances. The “Aircraft Engine Parts
Cleaning Guidelines” (Table 14-1) offer instructions for specific engine parts during
overhaul or maintenance. Refer to the “Cleaning Tips” in Table 14-2 for additional
guidelines.
WARNING
Consult the manufacturer's Material Safety Data Sheet
(MSDS) for specific handling, storage and disposal instructions,
including personal protective equipment requirements.
When utilizing compressed air, wear OSHA approved
protective eye wear. Never exceed 30 psi when using
compressed gases for cleaning (OSHA 1910.242(b)).
To prevent death or injury, do not smoke or have a source of
ignition or flame around flammable cleaning fluids such as
mineral spirits.
Do not use gasoline, kerosene, abrasive cleaning paste, or
cleansing powder to clean the engine or its parts.
CAUTION: Do not pressure blast gears with abrasive media.
Blasting will remove surface hardening.
When cleaning with alkaline solutions, remove alkaline residues to

prevent corrosion. Alkaline cleaning solutions induce corrosion if
not completely removed.
NOTE: Prior to cleaning engine parts, visually inspect for leakage and
metal shavings, rust or other obvious signs of wear.

31 October 2011
Engine Cleaning
Table 14-1. Aircraft Engine Parts Cleaning Guidelines
Item to Clean Instructions/References/Tips
Fuel distribution block • Ultrasonic cleaner
Adhere to ultrasonic cleaner manufacturer's instructions.
• Mineral spirits, if ultrasonic cleaner is not available
CAUTION: Never insert any object (wire, pipe cleaner, brush, etc.)
in the fuel injector nozzle. If stain or obstruction cannot be removed
with solvent or air, replace the nozzle.
Fuel injectors Cannot be cleaned; remove and replace.
Fuel filters • Ultrasonic cleaner
Adhere to ultrasonic cleaner manufacturer's instructions.
• Stoddard solvent
If ultrasonic cleaner is not available, flush with clean Stoddard solvent into white
filter paper until no particulate residue is evident on the filter paper.
Throttle control linkage pivot Stoddard solvent
points
Soiled aluminum alloy parts with
Refer to “Cleaning Aluminum Alloy Parts”in Section 14-1.3.
carbon or gum deposits
Electrical charging system gears1 Mineral spirits and a brass wire brush
with bushings2
Electrical charging system gears1 • Mineral spirits
without bushings • Alkaline stripping bath followed by steam rinse to remove all alkaline traces
(to prevent corrosion); dry with compressed air and inspect for traces of
alkaline residue. Re-spray with steam if alkaline residue found; flush
thoroughly with mineral spirits
• Accessory Case • Flush with mineral spirits (preferred cleansing agent).
• Oil sump • Alkaline stripping bath followed by steam rinse to remove all alkaline traces
• Oil pump housing (to prevent corrosion); Dry with compressed air and inspect for traces of
• Oil filter adapter alkaline residue. Re-spray with steam if alkaline residue found; flush
• Tach drive adapter thoroughly with mineral spirits
• Lubrication System gears
without bushings
NOTE: All oil passages must be clear and free of all particle upon
completion of cleaning process.
Oil suction tube assembly Mineral spirits
Oil cooler Must be cleaned by an FAA-certified repair facility
Lubrication System gears1 with Mineral spirits and a brass wire brush
bushings2
Engine cylinders3 Refer to “Cylinder Cleaning” instructions in Section 14-1.3.
Piston tops To remove heavy carbon deposits on the piston tops, use vapor grit method
- Refer to “Vapor Blasting”in Section 14-3.

31 October 2011
Engine Cleaning
Engine cylinder intake valves • Degrease intake valves with mineral spirits.
• Remove all carbon, varnish and gum either using a carbon solvent or by dry
blasting according to “Dry Blasting”instructions in Section 14-2 If dry blasting
is performed, clean the valve with mineral spirits and air dry.
Pushrods and Rocker arms Soak in mineral spirits. Ensure passages within the pushrod and rocker arm are
open by flushing the passages with mineral spirits using a squirt bottle. Discard
and replace any pushrod or rocker arm that has obstructed passages and
cannot be cleared. Do NOT clean pushrods or rocker arms by dry blasting
Cylinder baffles and cylinder
Mineral spirits
hardware
Crankcase oil passages Pressure flush with mineral spirits to remove clogs or free obstructed passages.
Oil squirt nozzles (Use caution flushing the oil squirt nozzles, they are not field replaceable.
Engine mount brackets Mineral spirits
Crankcase casting • Flush with mineral spirits (preferred cleansing agent)
• Alkaline stripping bath followed by steam rinse to remove all alkaline traces
(to prevent corrosion); after drying, inspect for traces of alkaline residue and
re-spray with steam if alkaline residue found; flush with mineral spirits.
Gasket surfaces on castings Remove all old adhesive gasket material using the organic solvents listed below:
• Acetone
• Naptha
• Methyl ethyl ketone (MEK)
When removing the crankshaft nose oil seal, clean the Gasket Maker residue
out of the counterbore recess using a chlorinated solvent Loctite Chisel or
methylene chloride followed by a naptha solvent such as Loctite ODC-Free
Cleaner and Degreaser. Remove all debris to render the bore clean, without any
trace debris.
CAUTION: When utilizing compressed air, wear OSHA approved
protective eye wear. Never exceed 30 psi when using compressed
gases for cleaning purposes (OSHA 1910.242(b)).
Connecting rods, caps, bolts, and Thoroughly clean connecting rods using mineral spirits. Ensure all surfaces are
nuts free of varnish, oil and residue.
Place a sheet of crocus cloth on a flat surface plate and dampen with mineral
spirits.
Lightly rub the parting surface of the rod, cap and rod across crocus cloth to
remove burrs or nicks. Clean the connecting rods, caps, bolts and nuts
thoroughly.
Dry the cleaned part with compressed air and place on a clean cloth.
Connecting rod bearing inserts Clean the new bearing inserts in mineral spirits and blow dry.

31 October 2011
Engine Cleaning
Camshaft Degrease with mineral spirits (brushing or spraying).
Crankshaft Remove all varnish or gummy deposits. Place the crankshaft or camshaft in a
machinist’s lathe and rotate at approximately 100 RPM, smooth the following
with crocus cloth moistened in mineral spirits:
• Crankshaft crank pins
• Main journals
• Oil seal race
• Camshaft journals
• Gear mount flange
Clean all debris from bolt holes, threads, oil passages, and recesses
Crankshaft and camshaft gears1 Mineral spirits and a brass wire brush
with bushings2
Crankshaft and camshaft gears • Flush with mineral spirits (preferred cleansing agent)
without bushings • Alkaline stripping bath followed by steam rinse to remove all alkaline traces
(to prevent corrosion); after drying, inspect for traces of alkaline residue and
re-spray with steam. Flush alkaline residue with mineral spirits
Small steel parts Spray or brush on mineral spirits to degrease the part.
Soak heavily soiled parts for 15 minutes in mineral spirits.
WARNING
Except when removing carbon deposits and gum (oil varnish),
do not use alkaline (caustic) cleaning solutions for external
engine cleaning. Alkaline solutions remove the alodine finish
of aluminum parts.
Engine exterior and components Spray or brush cleaning solvent (mild detergent or mineral spirits) on the engine
exterior or component
Connectors • Electrical contact cleaner CR4
• Do not use water-base or petroleum-base solvent to clean connectors
• If a cleaning fluid is suspected to have entered a connector, blow the excess
away from the connector and place the effected component(s) in a warm dry
environment; i.e. 90F (32C), overnight or until thoroughly dry.
• As applicable, replace the sealant strip in the connector if any damage to the
seal is evident.
1. Do not pressure blast gears or counterweights to clean them; blasting can remove the surface hardening.
2. Do not use alkaline cleaning solutions.
3. Do not use sand, glass shot, or metal grit to clean engine cylinders.

31 October 2011
Engine Cleaning
Table 14-2. Cleaning Tips

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

31 October 2011
Engine Cleaning
14-1.1. Cylinder Cleaning
protective eye wear. Never exceed 30 psi when using compressed
gases for cleaning purposes. (OSHA 1910.242(b))
1. Soak the engine cylinders in mineral spirits for 15 minutes. Dry the cylinder with
compressed air. Verify the cylinder is free of dirt and deposits. If the cylinder is
satisfactorily cleaned after a mineral spirit bath, proceed to step 4.
2. If caked on carbon deposits remain, remove oil and loose materials from engine
cylinders by spraying or brushing on a mild alkaline cleaner.
a. Spray the cylinder with steam to remove all traces of alkaline residue.
b. After the cylinder dries, inspect it again for traces of alkaline residue; respray
with steam if alkaline residue is still present (to prevent corrosion) and repeat
step 1.
3. For persistent carbon, varnish and gum deposits, dry blasting may be required.
a. Seal and protect all machined surfaces on the cylinder such as the cylinder mount
flange nut seats, barrel wall, small holes, and finished surfaces.
CAUTION: Do not use sand, glass, shot or metal grit when dry
blasting. These abrasives can damage engine components. This type
of shot will become embedded in aluminum parts rendering them
useless.
b. Dry blast the cylinder to remove persistent carbon, varnish and gum deposits
according to instructions in “Section 14-2, “Dry Blasting.”
c. Clean the cylinder with hot, soapy water and a stiff bristled (non-wire) scrub
brush to remove blasting materials from the cylinder.
d. Thoroughly rinse the cylinder with hot water.
e. Dry the cylinder completely.
4. Coat all bare steel surfaces thoroughly with clean, 50-weight aviation oil to prevent
cylinder bore damage due to rust and contamination.

31 October 2011
Engine Cleaning
14-1.2. Piston Cleaning
1. Soak the cylinder and piston in mineral spirits.
2. If carbon deposits do not yield to solvent and deposits remain, install a tight fitting
skirt protector and dry blast the piston heads with soft grit or employ the vapor grit
method (to clean the piston top). Refer to Section 14-2, “Dry Blasting.” and
Section 14-3, “Vapor Blasting.”
WARNING
When dry blasting, do not use sand, glass, shot or metal grit
which can damage engine components. This media will become
embedded in aluminum parts rendering them unusable.
CAUTION: Do not use wire brushes or scrapers of any kind to clean
the piston.
3. Clean the piston with hot, soapy water and a stiff bristled (non-wire) scrub brush to
remove all blasting materials from the piston. Thoroughly rinse all soap residue
from the piston and cylinder bore using hot water.
4. Clean the piston ring grooves by pulling lengths of binder twine or very narrow
strips of crocus cloth through the groove. Do not use automotive ring grooves
scrapers, since the corner radii at the bottom of the grooves and side clearances must
not be altered. Do not use abrasive cloth on the piston skirts because the diameters
and cam-ground contour must not be altered.
5. Discard scored or burned pistons.
6. After cleaning, thoroughly rinse pistons using a Stoddard solvent to remove all
debris.

31 October 2011
Engine Cleaning
14-1.3. Cleaning Aluminum Alloy Parts
Degrease aluminum alloy parts with mineral spirits. Soak heavily soiled parts for 15
minutes in mineral spirits. To remove carbon and gum deposits, perform the following:
1. Immerse the part in a hot bath of any of the following long enough to remove the
deposit:
a. Inhibited, mild alkaline cleaning solution.
b. Hot, soapy water.
c. Carbon solvent (only for hard, thick carbon deposits).
CAUTION: Do not use an alkaline etching solution.
2. Remove the cleaned part from the solvent bath.
CAUTION: Remove all solvent residue (especially if soap or alkaline
solvent used), paying particular attention to crevices, recesses, and
holes to prevent engine oil contamination on re-assembly. If not
removed completely, the alkaline residue can corrode the part.
3. Rinse thoroughly to remove all traces of the cleaning solution.
safety glasses, goggles or face shield. Never exceed 30 psi when
using compressed gases for cleaning purposes. (OSHA 1910.242(b))
4. Dry the part with dry compressed air.
5. If carbon deposits remain on the part, refer to Section 14-2, “Dry Blasting.”
6. Remove protective seals and masking material.
7. If the Alodine finish was removed during cleaning, restore the alodine finish
according to Section 14-4.1, “Alodine.”

31 October 2011
Engine Cleaning
14-2. Dry Blasting
Dry blast cleaning entails aiming plastic pellets or processed natural materials such as
wheat grains, crushed fruit pits/shells under pressure toward an area to be cleaned. To
clean using the dry blast method, perform the following procedure:
CAUTION: Do not use sand, glass, shot or metal grit when dry
blasting as this can damage engine components. This type of shot
will become embedded in aluminum parts rendering them useless.
1. Prior to dry blasting any component, seal and protect all machined surfaces on the
holes and finished surfaces.
2. Using plastic pellets or processed natural materials such as wheat grains, crushed
fruit pits/shells. Adjust blast pressure to the lowest setting that will produce the
desired cleaning action and aim toward the paint, varnish, or carbon deposit.
safety glasses, goggles or face shield. Never exceed 30 psi when
using compressed gases for cleaning purposes. (OSHA 1910.242(b))
3. Blow off all dust with dry, compressed air.
4. Verify that no blasting material has lodged in crevices, recesses, or holes.
14-3. Vapor Blasting
Vapor blasting is used in specific, limited applications such as piston tops. This vapor
grit method of cleaning employs high-pressure steam and a very fine abrasive to remove
heavy carbon deposits.
NOTE: Vapor blasting should not be used on bearing surfaces. Follow the
equipment manufacturer’s instructions when employing this type of
cleaning.

31 October 2011
Engine Cleaning
14-4. Protective Coatings
Protective or anti-corrosive coatings include:
• Alodine
• Zinc chromate primer
• Enamel paint
• 50-weight aviation oil
Apply a protective coating after any machining or repairing aluminum surfaces with an
aluminum conversion coating. Continental Motors recommends alodine, also known by
the brand name Accelagold, to prevent corrosion on aluminum surfaces, see Section 14-
4.1, “Alodine.”
14-4.1. Alodine
Apply a protective coating of alodine to any of the following:
• Parts with aluminum surfaces that have been cleaned, machined, or repaired.
• Aluminum alloy castings
• Sheet metal
• Aluminum or metal tubing
If the original aluminum conversion coating has been removed or deteriorated, it must be
restored. Apply Alodine or Accelagold solution according to the manufacturer's
instructions. For Accelagold, refer to Technical Data Bulletin Number 108-31 Turcoat®
Accelagold Aluminum Conversion Coating.
14-4.2. Aviation Oil
Apply clean 50-weight aviation oil to cleaned, machined steel surfaces.
14-4.3. Paint
1. Mask all connection joints and mating surfaces.
2. Follow instructions in Table 14-3 to prepare and paint engine parts. Apply zinc
chromate primer and enamel paint to the respective types of external parts. Do not
prime or paint internal parts or interior surfaces of the engine.
CAUTION: Do not apply primer or enamel paint to internal engine
parts or any part that contacts the engine oil supply. The paint or
primer may flake or break off during engine operation and
contaminate the engine oil
Table 14-3. Painting External Parts
.
Aluminum Parts Ferrous Parts Magnesium Parts

1. Apply alodine according to 1. Pickle the part.
1. Apply zinc chromate primer.
manufacturer’s instructions 2. Apply zinc chromate primer.
2. Apply enamel to the parts.
2. Apply enamel to the part. 3. Apply enamel to the part.
3. Bake for 15 minutes using infrared
4. Bake for 15 minutes using infrared heat
heat or oven-dry for 60 minutes at
or oven-dry for 60 minutes at 275 to
275 to 300F (135 to 149C).
300F (135 to 149C).

31 October 2011
Overhaul Inspection and Repair
Chapter 15.Overhaul Inspection and Repair
15-1. Engine Overhaul Inspection
Engine Overhaul Inspection consists of inspection procedures in this chapter and check-
lists in Chapter 11. This inspection applies only to the IOF-240 Series engines covered in
this manual and is intended to support engine continued airworthiness.
15-2. Engine Overhaul Inspection Checklists
Use a copy of the “Overhaul Checklists” (Section 11-4) as guides during engine overhaul.
Print a copy of the checklists to record inspection progress and action taken during
overhaul.
15-3. Visual Inspection
Perform a visual inspection on all parts not specified as 100% replacement at overhaul.
Examine parts prior to being cleaned for obvious evidence of wear or leakage. Reject
obviously damaged parts during the preliminary visual inspection, there is no need to
clean and perform non-destructive inspection on parts which cannot be used. If condition
is uncertain, clean with remaining parts after the preliminary exam, according to the
“Engine Cleaning” instructions in Chapter 14. Verify the parts are clean and free of all
dirt, carbon, varnish, gum, and paint.
1. Visually inspect the parts using at least a 10X (power) magnifying glass under good
lighting. Look for the following unacceptable conditions:
• Nicks • Pitting
• Dents • Metal transfer
• Gouges • Corrosion
• Cracks • Erosion
• Distortion • Enamel coating wear
• Burned areas
2. Inspect all studs for bending, looseness or partial removal.
3. Inspect all threaded parts for nicks, damaged or deformed threads, faces, or heads.
4. Identify areas that warrant further cleaning.
5. Label parts which fail inspection; indicating reason for failure and if repair is
possible or if replacement is required.
6. Record inspection findings on a copy of the “Engine Overhaul Visual Inspection
Checklist”, Table 11-3.

31 October 2011
15-3.1. Gear Tooth Inspection
Inspect the gear teeth for signs of overheating and wear. Normal wear produces a fine
polish on the tooth thrust faces. Gears with uneven teeth profiles, score marks, burning, or
pitting are unacceptable. Refer to Figure 15-1 for sample illustrated comparisons of
acceptable and unacceptable gear wear.
Discard and replace unacceptable gears. Indicate the need to replace the gear(s) on a copy
of the “Engine Overhaul Visual Inspection Checklist.”
Figure 15-1. Gear Inspection Criteria

31 October 2011
15-4. Fluorescent Penetrant Inspection
Perform this inspection on all cleaned, aluminum or non-ferrous metal parts, including the
parts listed below in accordance with ASTM E1417, E1208, E1209, E1219, and Type 1
Fluorescent Penetrant Method A, B, C, or D.
Table 15-1. Parts Requiring Fluorescent Penetrant Inspection

Inspect: Pay particular attention to:
• Accessory case • Areas where oil seals or • Mounting and attaching areas
• Brackets bushings are pressed in or where hardware has been previ-
• Crankcase halves seated ously torqued
• Cylinder heads • Ares surrounding Through- • Oil pump cavity area mounting
• Induction manifold bolt holes flanges
• Induction risers • Bearing bosses • Rocker boss areas
• Induction tubes • Between cylinder head cool- • Shaft bores
• Oil pump housing ing fins • Valve guide areas
• Oil sumps (non-ferrous) • Crankcase/crankshaft exit • Valve seat insert areas
area
• Cylinder-to-barrel mating sur-
faces
• Intake and exhaust flanges
• Intake and exhaust ports
Look for the following reject conditions:
1. Look for the following reject conditions:

a. All cracks or indications of the start of cracks
b. Grinding encountered after the manufacturing process
c. Seams
d. Laps or ruptures
Unless Section 15-7contains specific instructions to remedy unsatisfactory conditions
discovered during the inspection, discard parts which exhibit any of the conditions
described in steps 1a through 1d.
2. Look for indications which break into corners, edges, holes, or fillets on parts.
Identify parts that contain linear indications which cannot be reworked.
3. Follow the fluorescent penetrant manufacturer's instructions for the equipment and
materials used to perform the inspection regarding use, safety data, and disposal.
4. Label each part's inspection status and required action.
5. Record inspection findings on a copy of the “Fluorescent Penetrant Inspection
Checklist.”

31 October 2011
15-5. Magnetic Particle Inspection
CAUTION: Prior to Magnetic Particle Inspection, clean and dry
parts according to “Engine Cleaning”instructions in Chapter 14.
The Magnetic Particle Inspection must be performed by a certified technician on cleaned,
ferrous parts in accordance with ASTM E1444 using the wet continuous method and full
wave rectified alternating current and fluorescent particles. Carefully follow the magnetic
particle manufacturer's information regarding use, safety data, and disposal.
1. Plug small holes leading to obscure cavities in the part to be inspected with tight-
fitting wooden plugs or a hard grease (soluble in lubricating oil) to prevent particles
from lodging in the cavities.
2. Follow the equipment and materials manufacturer's instructions to perform the
inspection regarding use, safety data, and disposal. Use the corresponding method of
magnetization and amperage listed in Table 15-2.
3. Look for linear indications which break into corners, edges, holes, thread roots,
fillets, gear tooth roots or keyways on parts. Identify parts which contain linear
indications which cannot be reworked.
4. Inspect for the following reject conditions:
a. All cracks or indications of the start of cracks
b. Grinding encountered after the manufacturing process
c. Seams
d. Laps or ruptures
Unless Section 15-7contains specific instructions to remedy unsatisfactory conditions
discovered during the inspection, discard parts which exhibit any of the conditions
described in steps 4a through 4d.
5. Record repair or replacement requirements on a copy of the “Magnetic Particle
Inspection Checklist.”
6. Look for linear indications which break into corners, edges, holes, thread roots,
fillets, gear tooth roots or keyways on parts. Identify parts which contain linear
indications which cannot be reworked
7. Label parts which fail inspection; indicating the reason for failure and if repair or
replacement action is required.
8. Remove plugs or grease from holes of inspected parts.
CAUTION: When using compressed air for cleaning, wear ANSI
approved eye protection; do not exceed 30 psi at the spray nozzle.
9. Clean the inspected parts thoroughly according to the “Engine Cleaning”
instructions in Section 14. Dry the parts with compressed air and demagnetize the
parts.

31 October 2011
Table 15-2. Magnetic Particle Inspection Reference

Method of AC or DC
Part Magnetization Amperes Focus Inspect for
• Journals • Cracks
Circular • Fillets • Heat cracks
Crankshaft 2000 • Oil holes
• Thrust flanges • Flange cracks from
Longitudinal
• Prop flange prop strike
Circular and
Connecting rod1 Longitudinal
1500 All areas Cracks
• Lobes • Heat stress cracks

Circular and
Camshaft
Longitudinal
1500 • Journals • Cracks
• Drilled hole edges
On conductor bar 1000 • Pad
Rocker arms and single • Socket under side Cracks
Between heads 800 arms and boss
Gears up to and • Teeth
Circular or on Center
including six inches
Conductor
1000 to 1500 • Splines Cracks
in diameter • Keyways
Gears over six
Shaft Circular Teeth • Teeth
between heat two 1000 to 1500 • Splines Cracks
inches in diameter
times 90
Circular • Splines • Cracks
Shafts and 1000 to 1500 • Keyways • Heat stress cracks
Longitudinal • Section transitions
Through-bolts and
Connecting Rod Circular and
500 Threads under head Cracks
Longitudinal
bolts2
• Fin tips • Cracks
Circular and • Fin roots • Heat stress cracks
Cylinder barrels 1500
Longitudinal • Flange
• Flange Bolt Holes
1. Connecting rod and parts per the “Connecting Rod Magnetic Particle Inspection”.
2. Perform only on service parts; replace 100% at overhaul

31 October 2011
15-5.1. Connecting Rod Magnetic Particle Inspection
Clean the connecting rod before performing the Magnetic Particle Inspection according to
“Engine Cleaning” instruction in Chapter 14. The connecting rod and cap must be clean
and free of rust, scale, oil, or other residue that may affect the reliability of the Magnetic
Particle Inspection. Inspect connecting rods using both the circular and longitudinal
method of magnetization. Use the fluorescent method, wet continuous procedure,
reference ASTM standards for non-destructive testing; D.C. amperage is preferred. Refer
to Table 15-2 for inspection pass/fail criteria. Record inspection findings on a copy of the
“Magnetic Particle Inspection Checklist.”
.
Table 15-3. Connecting Rod Magnetic Particle Inspection Criteria

Pass Fail
Steel inclusions or shallow imperfections on the forging
Indications associated with forging laps or with heat
surface - light indications running parallel to the rod axis
treatment are cracks
or around the pin boss and cap ends less than ½-inch in
length
Blend area between the piston pin boss extending 1-inch Area of blend between the piston pin boss extending 1-
into connecting rod I beam, the bolt spot face areas and inch into connecting rod I beam, the bolt spot face areas
the channel rail edges are free of any indications of and the channel rail edges shows indications of cracks/
cracks/wear. wear
Any indication transverse to the rod axis.
1. Reject any connecting rods exhibiting unacceptable indications on the “Magnetic Particle Inspection Checklist.”

31 October 2011
15-6. Dimensional Inspection
Continental Motors uses new part dimensions and assembly clearances for engine
overhaul. New part dimensions in Appendix D are based on product engineering drawings
in effect at the time of publication.
Clearances in the new part limits apply to mating parts.
CAUTION: Prior to dimensional inspection, ensure the part
conforms to all Visual, Fluorescent Penetrant and Magnetic Particle
Inspection requirements. Clean and dry parts thoroughly according
to the “Engine Cleaning” instructions in Chapter 14.
1. Measure part dimensions in comparison to the dimensional limits specified in
Appendix D. Record the measurements on a copy of the “Dimensional Inspection
Checklist.”
2. If the part dimension fits within the minimum and maximum range specified in
Appendix D, the part may be re-used during overhaul provided it meets all other
inspection requirements.
WARNING
Use only Appendix D dimensions during engine overhaul.
3. Label each part’s inspection status and required action.
4. Record inspection results on a copy of the “Dimensional Inspection Checklist.”
15-6.1. Crankcase Dimensional Inspection
This inspection verifies the structural and dimensional integrity of the crankcase.
Equipment Required
• Mechanic's hand tools and calibrated torque wrench
• Inspection light
• Mirror
1. Inspect the exterior of the crankcase halves for cracks. Carefully inspect the entire
external surface of the crankcase using an inspection light and mirror. Pay particular
attention to areas adjacent to the cylinder mount flanges, tappet guides, case flange,
nose seal land and bearing bosses.
2. Look for scoring on the old crankshaft bearings, tappet guides, and camshaft
bearings and journals.
3. Inspect the main bearing boss parting surfaces for fretting.
4. Inspect the bearing saddles for bearing lock slot elongation or signs of bearing
movement.
5. Inspect all machined surfaces for nicks and roughness.
6. Inspect the crankcase for cracks or the progression of cracks previously identified
during maintenance inspections:

31 October 2011
a. Cracks in the cylinder deck (white/non-shaded - critical areas in Figure 15-2)
requires immediate replacement of the crankcase.
b. Any crack two inches (5.08 cm) or more in length in a shaded (non-critical)
section of Figure 15-2 requires repair or replacement of the crankcase.
NOTE: Cracks are frequently accompanied by oil seepage. Investigate oil
leaks.
WARNING
An FAA-approved repair facility is the only facility authorized
to perform crankcase weld repairs. No weld repairs are
authorized in the critical (non-shaded) areas of the crankcase
(Figure 15-2) or the bearing support structures.
c. If a crack is found in any area on the crankcase, do one of the following:
1) Repair the crankcase: if there is no oil leakage and the crack is less than two
inches in a non-critical (shaded area of Figure 15-2), the crankcase may be
welded. Welding is an acceptable repair only on non-critical (shaded) stress
areas of the crankcase and only when performed by an FAA Part 145 repair
station certified to perform crankcase repairs. The dimensional integrity of
the crankcase must be maintained.
NOTE: Crankcase cracks exceeding two inches (5.08 cm) in any area
may not be repaired; replace the crankcase.
2) Replace the crankcase: if a crack of any length is in the critical (white/
unshaded) stress section or if oil is leaking from a crack of any length on the
non-critical (shaded) section of the crankcase or the crack is two inches or
longer.
WARNING
Allowing an engine with a cracked crankcase to remain in
service will result in imminent engine failure.
7. Inspect the breather for cracks and dents. Inspect tube ends for scoring and out of
roundness that may cause a bad seal and oil leakage. Discard and replace
components with any of these indications.
8. Inspect engine mount brackets for cracks, dents and wear. Inspect hardware for
distorted or stripped threads and damaged wrench flats. Discard and replace any
components exhibiting these indications.
9. Inspect all crankcase helical coils and studs for stripped or distorted threads. Inspect
studs for corrosion, rusting, pitting, incomplete threads and looseness. Check all
studs with a tool maker’s square for alignment. Check studs for looseness.
10. Check all crankcase stud height settings according to the tables in Appendix D-8
Remove, discard and replace non-conforming studs with new studs.
11. Using a ½-inch expandable bushing/bearing puller with a slide hammer, remove the
plug from the starter jack adapter. Visually inspect the starter jack adapter bore

31 October 2011
inside diameter for any damage. Replace starter jack adapter plugs exhibiting any
damage. Inspect the dowel for damage, corrosion, and physical security; verify the
dowel is installed to the height specified in Appendix D-8. If the dowel is loose,
bent, missing, or fails to meet Appendix D-8 dimensional specifications, replace the
dowel.
Figure 15-2. Crankcase Critical (White) Stress Areas

CAUTION: proper oil feed hole chamfer at the crankcase main
bearing is required to prevent cracks from forming in that area.
12. Inspect the main bearing oil feed passages and determine if they conform to the
illustration of the crankcase main bearing oil feed hole chamfer in Appendix D. The
subject passages are located in the left (2-4) case half and begin in the rear main
bearing saddle, counting forward.

31 October 2011
Prerequisites
Prior to completing the dimensional inspections of the crankcase, crankshaft, and
camshaft bores, temporarily assemble and torque the crankcase specifically for this
inspection using the torque sequence shown in Figure 15-3.
CAUTION: Failure to lubricate the crankcase fasteners prior to
installation will result in improper torque and possible erroneous
measurements during the dimensional inspection.
1. Lubricate the crankcase fasteners as specified in Appendix B. Assemble the two
crankcase halves, using the new assembly hardware illustrated in Figure 15-3:
crankcase flange bolts, tie bolts, and thru bolts and associated washers.
2. Set the torque wrench to ½ the crankcase fastener final torque value in Appendix B.
Preload the crankcase fasteners to half of the final torque value in the sequence
illustrated in Figure 15-3.
3. Repeat the torque sequence in Figure 15-3 using the final crankcase torque values in
Appendix B.
Figure 15-3. Crankcase Dimensional Inspection Torque Sequence

4. Measure dimensional clearances for the assembled crankcase in Appendix D, inside
and outside dimensions, with bearings out and repeat with bearings installed to
check running clearance.

31 October 2011
15-6.2. Drive Train Dimensional Inspection
Equipment required
• A surface plate
• Metalworking lathe or two matched V-blocks
• Dial indicator
• Two blocks of ground flat steel stock of equal height
• Leaf-type feeler gauge
• 8-inch long arbors
NOTE: Precise setup is critical for the crankshaft and camshaft
dimensional inspections. Pass/fail criteria is measured in thousandths of
an inch (.001”).
1. Center the crankshaft between the headstock and tailstock of a lathe (or place the
crankshaft on matched V-blocks, mounted on a surface plate, supporting the front
and rear main journals). Check the parallelism at the front and rear main journals
with the dial indicator before inspecting runout. (Figure 15-4).
ROD JOURNAL
CRANKSHAFT
FLANGE
OIL
PASSAGE #3 #2 OIL
PASSAGE
#4
#1
MIDDLE MAIN
JOURNAL
FRONT MAIN REAR MAIN
JOURNAL JOURNAL
ROD JOURNAL ROD JOURNAL
Figure 15-4. Crankshaft Journals

2. Inspect the crankshaft journal and crankpin diameter compared to the new part
dimensions in Appendix D. Inspect the circumference of the crankshaft journals and
crankpins to ensure the out of round limits in Appendix D are not exceeded.
3. Inspect the rod and bearing journal diameters and finish.
4. Discard crankshafts with nicks, gouges, in the finished surfaces or if the crankshaft
fails to meet Appendix D dimensional specifications.
5. Rotate the crankshaft under a dial indicator placed on the center main journal to
detect bending (run out).
6. Rotate the crankshaft propeller flange under a dial indicator to detect runout
(bending).

31 October 2011
7. Mount the camshaft on matched V-blocks supporting the front and rear main
journals.
8. Rotate the camshaft under a dial indicator placed on the center main journal to detect
bending (runout).
9. Perform a dimensional inspection on the camshaft using Appendix D specifications,
paying, particular attention to lobe and journal dimensions and surface finish.
Discard the camshaft if it exhibits nicks, gouges, or excessive wear.
15-6.2.1. Connecting Rod Dimensional Inspection
1. Inspect the piston pin bushing finish with a profilometer for a required surface finish
of 16 Ra.
2. Inspect the bushings using an air gage with correct size air plug and setting ring. The
bushing bore inside diameter must meet Appendix D specifications.
CAUTION: To attain dynamic balance, connecting rod assemblies
are paired with a maximum weight variation of 1/2 ounce between
opposing bays. Opposing connecting rods must be replaced in pairs.
3. Weigh the opposing cylinder connecting rod pairs (1 vs. 2 and 3 vs. 4) with a
calibrated scale (accurate to 0.1 ounce) and record the weight variation. Discard
connecting rod pairs exceeding 0.5 ounce weight variation.
4. Inspect the connecting rod alignment with the bearing seat. Ensure the connecting
rod and cap mate marks are adjacent to each other and the position numbers stamped
on or adjacent to the bolt boss match. Scrap connecting rods and caps with mate
marks that do not align.
5. Visually inspect the connecting rods for corrosion pitting, rust, discoloration
(bluing), galling, impact damage, nicks, bending and twisting. Scrap connecting
rods with any of these indications.
6. Remove nuts and bolts from the connecting rod; separate the rod and cap. Visually
inspect the connecting rod and cap parting surface. Contact signatures resulting
from assembly forces are normal and acceptable. Connecting rods exhibiting fretting
signatures, indicated by erosion of the original machining marks, either locally or
over the entire surface, are unacceptable. Scrap connecting rods with fretting at the
parting surfaces; do not rework.
7. Visually inspect the nut seat area. Excessive fretting signatures indicate material
loss. Scrap connecting rods with edge loading under the bolt head surface contact
area.
8. Visually inspect dowel surfaces at the rod and cap bolt holes. Scrap connecting rods
with distorted or scored nut seat areas.
9. Align the mate marks on matching position numbers and assemble the connecting
rod and cap by installing one bolt through the cap and rod. With the cap seated
firmly against the rod, you must be able to install the remaining bolt using hand
pressure only. Scrap connecting rods if the bolts cannot be installed by hand.

31 October 2011
10. Lubricate the connecting rod bolt and nut threads with clean 50 weight aviation oil.
11. Install and torque the nuts and bolts to Appendix B specifications.
12. Inspect the inside diameter joint of the rod to cap with both bolts and nuts installed
and torqued. Mismatch (or a step) must be less than 0.001 inch.
Check for a mismatch by placing the rod on a surface plate with the splitline
oriented at the six and twelve o’clock position. Use V-blocks to hold the connecting
rod in place. Using a dial indicator mounted on a height gauge, zero out on one side
of the splitline. Move the indicator across the splitline. There must be no more than
0.001 indicator movement. Reminder: a mismatch (or a step) of more than 0.001
inch is unacceptable.
13. Remove the piston pin bushing from the connecting rod using a Burroughs Part No.
8098 Connecting Rod Bushing Removal/Installation Set (“Special Tools” in
Section 3-1) and an arbor press.
WARNING
Removing and installing the piston pin bushing with makeshift
tools will damage connecting rods.
14. Inspect the piston pin bushing bore and surrounding area for nicks, gouges and
mechanical damage. Scrap connecting rods with any of these indications.
15. Using precision measuring equipment, such as a dial bore gauge or air gauge; verify
the connecting rod meets the connecting rod dimensional specifications provided in
Appendix D. Measure the inside diameter within 15 to 30 degrees on either side of
the connecting rod split line and 90 degrees from the first measurement. The average
of these two measurements must be within the specified limits for out of round. The
difference between these two measurements must not exceed 0.002 inches. Scrap
connecting rods and caps which fail to meet the specifications.
16. Inspect the rod channel rails for nicks, gouges or mechanical damage. Scrap rods
with any of these indications.
17. Inspect the connecting rod using Appendix D dimensional specifications. Measure
alignment using two push fit (8 inch) arbors: one for the bushing bore (piston pin
end) and another for the bearing seat (crank pin end) to verify the connecting rod
piston pin bushing is aligned parallel with the crank pin end bearing bore as follows:
a. Twist and insert the arbors into the rod bores.
b. Place the large end arbor (crank pin end) in the V-blocks on the surface plate.
c. Place the ground steel blocks under the ends of the bushing arbor (piston pin end)
a measured distance apart.
d. Use a leaf-type feeler gauge to measure the clearance under the arbor ends.
NOTE: Twist measurement/distance in inches = Twist/inch
e. Divide the measured clearance by the distance (in inches) of separation between
the blocks which will equal the twist per inch of length.

31 October 2011
18. Measure the bushing and bearing convergence:
a. Mount a dial indicator on a surface gauge and swing the rod around the crank pin
end arbor to the vertical position against a firm stop.
b. Pass the indicator over the bushing arbor on both sides of the connecting rod at
points which are an exact number of inches apart. For exact parallelism, the two
measurements must be the same.
15-6.3. Engine Cylinder Dimensional Inspection
1. Inspect cylinder bore dimensions using the “Overhaul Dimensional Limits” in
Section D-5. Grind any honed cylinder bore that doesn't meet standard size
dimensions to the next oversize dimension up to 0.015" oversize maximum (see
“Cylinder Bore Honing” in Section 15-7.8.7).
2. Inspect the cylinder base flanges for flatness with a straightedge and a feeler gauge.
If flange surface flatness varies by more than 0.001 inches, replace the cylinder.
3. Dimensionally inspect the tapped stud bores of removed studs using a thread gauge
to determine the appropriate replacement stud size and thread pitch.
4. If the intake flange studs have been removed, dimensionally inspect the stud bores
using a thread gauge. Determine the appropriate replacement stud size.
5. Dimensionally inspect the inside diameter of the entire length of the valve guides
according to Appendix D dimensions. Replace worn or damaged guides.
6. Inspect intake valve seats for indications of burning, pitting, erosion, or cracks.
Inspect intake valve seat dimensions using Appendix D criteria. Replace intake
valve seats which fail to meet Appendix D specifications or exhibit cracks, erosion,
burning or pitting.
7. Inspect the intake valve stem outside length and diameter with a micrometer. Inspect
the intake valve head outside diameter with a micrometer Replace intake valves
which fails to meet Appendix D specifications or are cracked, eroded, burned, or
pitted.
8. Inspect exhaust valve seats for indications of burning, pitting, erosion, or cracks.
Check the valve seat dimensions per Appendix D. Replace exhaust valve seats
exhibiting cracks, erosion, pitting or discoloration or fail to meet Appendix D
specifications.
9. Inspect the pushrods for cracks, nicks, burrs, pitting or corrosion. Inspect the rod
caps for cracks or erosion. Verify the rod cap oil passages are clear and the bores
meet Appendix D specifications. Dimensionally inspect the pushrods length and cap
diameter with a micrometer and Appendix D specifications. Inspect runout with V-
blocks and an air gauge according to Appendix D specifications.
10. Inspect pushrod tubes for cracks, dents, bending or chafing damage; discard pushrod
tubes exhibiting these conditions. Inspect pushrod tubes for rust, pitting or missing
cadmium plating; discard pushrod tubes exhibiting these conditions.

31 October 2011
11. Dimensionally inspect the rocker arm thrust width and bushing bore using Appendix
D specifications; replace rocker arms which fail to meet Appendix D specifications.
a. Inspect the rocker arm foot contact area for wear, galling, spalling, scoring, or
grooves; discard rocker arms exhibiting these conditions.
b. Inspect the rocker arm ball seats for wear and smoothness; discard rocker arms
with gouged, scratched, etched, pitted or mushroomed ball seats.
c. Inspect the thrust surfaces of the rocker arm shaft bore for displaced metal,
spalling, or galling; discard rocker arms exhibiting these conditions.
d. Inspect for and discard any rocker arm exhibiting peeling copper plating.
e. Inspect for and discard rocker arms with loose or missing oil passage rivets.
Inspect oil passages for obstructions. Use an oil squirt bottle with clean 50 weight
aviation engine oil to check oil passages for free flow. Discard rocker arms with
blocked oil passages which cannot be cleared with solvent.
12. Inspect the CHT bayonet fitting boss threads and the fitting for excessive wear or
deformities. Verify the pin is secure and exhibits no signs of wear. Replace the
bayonet fitting if it is worn, cracked, or bent or if the pin is loose or damaged.
13. Record inspection results on a copy of the “Engine Cylinder Overhaul Inspection
Checklist.”
15-6.4. Lubrication System Dimensional Inspection
1. Inspect the oil pump gears for damage. Inspect the oil pump cavity for scoring.
Verify the oil pump gears and accessory case oil pump cavity meet Appendix D
dimensional specifications. Replace the accessory case if it fails to meet the
dimensional limits.
2. Test the new oil pressure relief valve spring for proper tension according to
Appendix D. Compress the spring to 1.58 inches and verify the spring tension is
within the “Overhaul Dimensional Limits” in Section D-3 with a push-pull gauge.
3. Record the vernatherm length according to the illustration in Section D, “Overhaul
Dimensional Limits” Immerse the oil temperature relief valve (vernatherm) in water
heated to between 120°F and 170 °F for five minutes. Remove the vernatherm from
the water with tongs and immediately measure the vernatherm expansion versus
“Overhaul Dimensional Limits” in Section D-3.
4. Inspect the remaining lubrication system components according to the “Overhaul
Dimensional Limits” in Section D-3.
5. Record results on a copy of the “Dimensional Inspection Checklist.”

31 October 2011
15-6.5. Alternator Drive Hub Slippage Inspection
NOTE: Perform the drive hub slippage inspection on the new drive hub
after installation at engine overhaul.
1. Perform a “Gear Tooth Inspection” according to instructions in Section 15-3.1 on
the drive hub gear teeth. Discard and replace unacceptable gears.
1. Secure the alternator drive hub with an Ideal Aviation Part No. 9000IA, “Alternator
Drive Hub Spanner Wrench” (Section 3-1, “Special Tools”); adjust the bolts using
finger pressure only - do not torque the bolts.
2. Secure the assembly in the jaws of shielded vise.
3. Torque-test the drive hub assembly using an Alternator Drive Hub Torque Tool
(Section 3-1, “Special Tools”) and a currently calibrated torque wrench.
a. Turn the hub at a rate of 1° to 2° per second. Slippage occurs at the outside
diameter elastometer.
b. Measure drive coupling slippage; acceptable coupling slippage is:
Table 15-4. Alternator Drive Hub Slippage
Coupling Assembly Acceptable Slippage
Coupling assembly with less than 25 hours of operation 180-in-lbs.
Coupling assembly with over 25 hours of operation 140-in-lbs.
4. Discard any drive hub coupling that fails to meet acceptable slippage limits or has a
damaged elastometer.
5. Discard and replace unacceptable gears.
15-6.6. Throttle Control Lever Inspection

NOTE: Continental Motors replaced bronze throttle and mixture control
levers (Ref: SB08-3) with improved stainless steel control arms featuring
machined splines in the chamfer where the control arm contacts the
throttle or mixture control shaft splines. Replace bronze throttle and
mixture control levers with the stainless steel control levers at overhaul,
component replacement, or component repair.
WARNING
Replace control arms or shafts exhibiting damage,
deformation, or material loss. Improper or negligent control
arm installation may result in loss of engine control.
1. Inspect the serrated, chamfered edges of the control lever and shaft (Figure 15-7).
Verify the serrations are well defined and mechanically interlock when assembled. If
the splines are malformed or worn, slippage is possible; replace the control lever.

31 October 2011
2. At installation, align the control arm to the desired angle, engage the splines in
control arm with the splines in the throttle or mixture control lever, install the nut
and torque to Appendix B specifications
Figure 15-5. Serviceable Throttle Control Lever and Shaft Splines
Figure 15-6. Worn Throttle Control Lever and Shaft Splines

31 October 2011
15-6.7. Stud Height Dimensional Inspection
1. Inspect studs listed in Table 15-5 for damage, corrosion and security. Measure stud
height using Appendix D dimensions; replace studs that fail the inspection criteria.
2. Record inspection results on the a copy of the “Dimensional Inspection Checklist.”
Table 15-5. Stud Height Settings

Illustrations and Tables in Appendix D-8 list stud height dimensions for components listed below. Stud heights are
referenced in the legends with the illustrations.
Plenum No stud height should exceed the stud height setting listed in Appendix D-8.
Inspect the studs on the oil pump, oil sump, and oil filter adapters, for corrosion,
Lubrications System distortion, stripped or incomplete threads, or looseness. Check the stud alignment
using a tool maker's square. No stud should exceed the settings in Appendix D-8.
Check that the studs are secure and aligned using a tool maker's square. No stud
Accessory Case
height should exceed the stud height setting listed in Appendix D-8.
Check the stud alignment using a tool maker's square. No stud height should exceed
Cylinder Head
the stud height setting listed in Appendix D-8.
Crankcase No stud height should exceed the stud height setting listed inAppendix D-8.

31 October 2011
15-7. Overhaul Repair
15-7.1. FADEC Component Overhaul
See the sections titled “100% Parts Replacement Requirements” and “Mandatory
Overhaul Replacement Parts” in Appendix C for a comprehensive list of mandatory
replacement parts. All FADEC electronic components forward of the firewall must be
replaced at TBO. No overhaul repairs are authorized.
The HSA, EDI, and Cabin Harness are airframe components; refer to the airframe
manufacturer's instructions for component life cycles and replacement intervals.
15-7.2. Fuel Injection System Overhaul Repair
NOTE: Continental Motors fuel injection system parts overhaul
procedures require specialized test equipment beyond the scope of this
manual. Continental Motors offers new and rebuilt fuel pumps, fuel
distribution blocks and throttle bodies which meet new part
specifications. Fuel injection system parts overhaul must be accomplished
in compliance with FAA approved procedures. Continental Motors does
not control FAR Part 145 Repair Station activities; verify the Repair
Station qualifications before contracting fuel injection system parts
overhaul.
1. Collect the fuel injection system parts identified in Appendix C-2.3, “100% Parts
Replacement Requirements” and Appendix C-2.4, “Mandatory Overhaul
Replacement Parts” to prepare for fuel injection system assembly.
2. Install a new or factory rebuilt fuel pump, throttle and fuel distribution block or have
the components overhauled by a FAR Part 145 Authorized Repair Station. If the
components will be rebuilt, replace brass throttle control levers with the stainless
steel equivalents.
3. Inspect fuel injection tubes for serviceability:
a. Inspect rigid fuel injection tubes, including the flared ends for leaks or physical
damage. Inspect the length of the tubes for sharp bends, cracks, dents, gouges,
chafing or corrosion which may lead to fuel leaks. Discard and replace fuel
injection tubes exhibiting any of these conditions.
b. Inspection the condition of the fuel injection tube B-nuts. The B-nut shoulders
must be intact, not worn or stripped. Wrenches must fit snugly on the nut for
proper torque. B-nut threads must be clearly defined; stripped threads can lead to
fuel leaks. Discard and replace fuel injection tubes exhibiting damaged B-nuts.
c. Check the condition and placement of fuel injection line protectors, if included in
the engine model configuration. Line protectors align with the tube clamps to
inhibit friction at the attaching points. Reposition or replace damaged line
protectors on rigid fuel injection tubes.
d. Clean all serviceable fuel injection system components intended for reuse
according to the “Engine Cleaning” instructions in Chapter 14 to remove debris
and prevent fuel injection system contamination.

31 October 2011
15-7.3. Induction System Overhaul
1. Collect the induction system parts identified in Appendix C-2.3, “100% Parts
Replacement Requirements” and Appendix C-2.4, “Mandatory Overhaul
Replacement Parts” to prepare for induction system assembly.
2. Verify the induction plenum has been thoroughly cleaned according to the “Engine
Cleaning” instructions in Chapter 14.
3. Refer to the notes taken during induction manifold disassembly for fitting size and
orientation. Apply F/I sealant (Section 3-2) to all except the first two threads of the
fittings and install them in the induction manifold ports according to your notes.
15-7.4. Alternator Overhaul
1. Collect the alternator parts identified in Appendix C-2.3, “100% Parts Replacement
Requirements” and Appendix C-2.4, “Mandatory Overhaul Replacement Parts” to
prepare engine assembly.
2. Replace the alternator with a new or factory rebuilt alternator or have the alternator
overhauled according to FAA approved procedures.
15-7.5. Starter Overhaul
1. Collect the starter parts identified in Appendix C-2.3, “100% Parts Replacement
Requirements” and Appendix C-2.4, “Mandatory Overhaul Replacement Parts” to
prepare engine assembly.
2. Replace the starter with a new or factory rebuilt starter or have the starter overhauled
according to FAA approved procedures.
15-7.6. Accessory Case Overhaul
1. Collect the accessory case replacement parts identified in Section C-2,
“Replacement Parts”, Section C-2.3, “100% Parts Replacement Requirements” and
Section C-2.4, “Mandatory Overhaul Replacement Parts.”
2. Replace the accessory case if it fails to meet Appendix D dimensional
specifications.
3. Reface the oil pressure relief valve seat according to Section 15-7.7.2, “Oil Pressure
Relief Valve Overhaul” instructions. If the seat cannot be refaced within the
“Overhaul Dimensional Limits” in Appendix D-4, replace the accessory case.
4. Replace the accessory case if:
a. The accessory case exhibits cracks or the oil pump gear shaft bores or oil pump
gear chambers are enlarged or scored.
b. Oil pump housing gear shafts are loose.
c. Oil pump housing gear shafts exceed new parts dimensions specifications.
d. The oil pump housing flange exhibits nicks or gouges which cannot be lapped
smooth without exceeding new parts dimensional specifications.

31 October 2011
15-7.7. Lubrication System Overhaul
1. Reface the oil pressure relief valve according to instructions in Section 15-7.7.2.
2. Collect the necessary lubrication system overhaul parts (see Section C-2.3, “100%
Parts Replacement Requirements” and Section C-2.4, “Mandatory Overhaul
Replacement Parts.”).
15-7.7.1. Oil Cooler Overhaul
The oil cooler must be cleaned and overhauled by an appropriately rated repair station (i.e.
FAA-approved Part 145 repair station). No structural repairs are allowed on the oil cooler.
Replace any cooler that has structural damage, bent/broken or cracked cooling fins with a
new or serviceable oil cooler. Weld repairs to the oil cooler mounting flange are permitted
only by an appropriately rated repair station (i.e. FAA-approved Part 145 repair station).

31 October 2011
15-7.7.2. Oil Pressure Relief Valve Overhaul
Reface the oil pressure relief valve seat in the oil pump housing during engine overhaul
by applying light finger pressure with a Kent-Moor Part No. 8048 Oil Pressure Relief
Valve Spot Facer (“Special Tools” in Section 3-1.) to reface the valve seat. Do not exceed
the 0.005 inch depth to maintain 1.25 inch distance shown in Figure 15-7 after refacing.
Thoroughly clean the oil pressure relief valve cavity of any debris after refacing the valve
seat.
Figure 15-7. Oil Pressure Relief Valve Rework

31 October 2011
15-7.7.3. Oil Filter Adapter Stud Replacement
NOTE: This procedure applies only to screw-on type oil filters. If the oil
filter adapter stud is a plain steel color, replace the stud. If the stud fails to
meet the dimensional specification in Appendix D, replace the stud.
1. Remove the oil filter adapter stud.
2. Inspect the adapter housing threads for damage or cracks. If any thread damage or
crack is evident, replace the adapter housing.
3. Clean the adapter housing threads thoroughly to remove any remaining thread
adhesive oil.
4. Install the new oil filter adapter stud to the depth specified in Appendix D.
NOTE: Do not apply sealant at this time.
5. Verify the incomplete thread on the new oil filter adapter stud stops at the first thread
in the adapter housing and does not continue into the housing below the minimum
depth specified in Appendix D. If the extension is less than the specified minimum,
replace the adapter housing.
6. After stud height verification, remove the oil filter adapter stud from the adapter
housing.
7. Clean the threads of the adapter housing and stud with Part No. 653693 primer and
allow them to dry.
8. Apply a bead of Part No. 646941 sealant to the large threads of the oil filter adapter
stud; install the oil filter adapter stud in the adapter housing to the stud height
specified in Appendix D; torque the stud to Appendix B torque specifications.
9. Allow the parts to cure for a minimum of 30 minutes prior to oil filter installation.
Ambient temperature may affect curing times. Consult the sealant instructions.
10. Stamp a 0.125-inch high letter “S” in the adapter housing as shown in Figure 15-8 to
indicate a new oil filter adapter stud has been installed in the adapter housing.
Figure 15-8. Oil Filter Adapter Stud Marking

31 October 2011
15-7.7.4. Tachometer Drive Assembly Replacement
Discard any tachometer drive (if equipped) assembly exhibiting cracks or wear beyond
specified limits and replace with a new assembly. Replace loose or damaged studs on the
tachometer drive assembly.
15-7.8. Engine Cylinder Overhaul Repair
This procedure applies to overhauling all engine cylinders at the same time while the
engine is disassembled and removed from the airframe. Engine cylinders must be leak
checked, removed, cleaned and inspected.
Before performing any cylinder overhaul repair, establish a baseline inspection point for
cylinder head-to-barrel movement and inspect the baseline throughout cylinder rework
procedures to verify joint integrity is not compromised.
1. Mask off a 0.25-inch wide X one-inch high area across the cylinder head to the
barrel junction on the intake port side of the cylinder.
2. Apply a heavy coat of high temperature paint.
3. Allow the paint to dry thoroughly.
4. Remove the masking material.
Once the baseline inspection point is established, inspections can proceed as
instructed in subsequent subsections:
WARNING
Do not use a torch to heat the cylinder assembly. Heat the
cylinder using uniform heating methods only. After heating the
cylinder assembly, do not bump the head or barrel which could
cause movement in this area. Inspect the cylinder assembly to
ensure the cylinder head did not turn in relation to the barrel.
Movement of the cylinder head in relation to the barrel
destroys the assembly preload; discard the cylinder.
5. Heat soak the cylinder assembly via a uniform heating method to 450°F (232°C) for
one hour.
6. Verify no cylinder head-to-barrel movement by referring to the baseline inspection
point. Discard cylinder assemblies exhibiting head-to-barrel movement.

31 October 2011
15-7.8.1. Cylinder Repair versus Replacement Guidelines
The Cylinder Repair vs. Replacement Guidelines (Table 15-6) indicate corrective action
on engine cylinders.
Table 15-6. Cylinder Repair vs. Replacement Guidelines

Condition Corrective Action
Cylinder with radial fin crack extending to the root of a fin Replace1 the cylinder
Broken, bent (or straightened), or pitted cylinder head or barrel fins Replace1 the cylinder
Power stroke stress on cylinder barrel; heavy rust or pitting, indentation; chafing or cracks
on cylinder barrel Replace1 the cylinder
Cracks in cylinder head structure Replace1 the cylinder

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

31 October 2011
15-7.8.2. Engine Cylinder Parts Replaced During Overhaul
CAUTION: For parts replaced on condition, use only the new part
tolerances in Appendix D. Do not use the service limits in
Chapter 10 for engine overhaul.
Table 15-7. Mandatory Cylinder Overhaul Replacement Parts
• Intake Valves • Exhaust Manifold Nuts
• Exhaust Valves • Seals, O-rings, and Gaskets
• Valve Spring Retainers • Pushrod Tube Packing
• Retainer Keys • Pushrod Tube Compression Springs
• Rotocoils • Baffle (new or repaired)
• Rocker Arm Bushings • Baffle Retainer Spring
• Thrust Washers • Intake and Exhaust Valve Tappets
• Rocker Shafts • Pistons & Piston Rings
• Tab Washers • Piston Pin
• Rocker Cover Gaskets • Springs
• Lock Washers • Cylinder Deck Stud Nuts and Through Bolts
• Exhaust Flange Gaskets • Cylinder Exhaust Flange Studs
15-7.8.3. New Cylinder Position Numbers

Original cylinders have a position number stamped on the edge of the base flange. New
cylinders must have a position number stamped in the location shown in Figure 15-9.
WARNING
Do not stamp or etch the cylinder position on the piston. Pistons
are not stamped with position numbers. To mark the piston
with installed position, use a felt tip marker or attach a tag
indicating the installed position.
15-7.8.4. Cylinder Head Repair
WARNING
Do not perform any structural weld repairs on the cylinder
head. Welding the cylinder head structure can destroy the
assembly preloads and casting strength resulting in cylinder
assembly failure.
Replace cracked or damaged cylinder heads. Do not attempt to repair a cracked cylinder
head.

31 October 2011
Figure 15-9. Cylinder Position Number

15-7.8.5. Cylinder Fin Tip Repair
CAUTION: Do not attempt to straighten bent cylinder head fins. Do
NOT weld cylinder barrel fins or cylinder barrels.
Cylinder fin tip repair is prohibited; replace the cylinder if cylinder head or barrel fins are
bent.

31 October 2011
15-7.8.6. Cylinder Barrel Repair
WARNING
Cylinder barrel repair requires FAA certification. If you do not
possess the certification to perform the repairs, do not attempt
to repair the cylinder barrel.
If the cylinder passes the visual inspection and static leak check at the cylinder head to
barrel junction, the cylinder barrel may be ground to the next authorized oversize
dimension by an FAA Part 145 Repair Stations certified to grind engine cylinders. These
facilities grind and hone the cylinder bore using a cam-controlled grinder to grind the
cylinder barrel to the next larger authorized oversize dimension specified in Appendix D.
After grinding the cylinder barrel to the next authorized oversize dimensions, perform a
Magnetic Particle Inspection on the cylinder bore and identify the cylinder with the
correct bore size by steel-stamping the barrel flange with the appropriate oversize
designation.
CAUTION: If the cylinder barrel to cylinder head flange junction
has been compromised by movement, replace the cylinder. DO NOT
attempt repairs.
Replace the engine cylinder if the barrel fins exhibit pitting, sharp
indentation, or chafing damage. Do NOT weld cylinder barrel fins or
cylinder barrels.
If a cylinder has been ground, hone the cylinder bore according to the “Cylinder Bore
Honing” instructions in Section 15-7.8.7.

31 October 2011
15-7.8.7. Cylinder Bore Honing
Perform this procedure under any of the following circumstances:
• After grinding a cylinder barrel
• When replacing piston rings
• To restore the cross hatch pattern in the cylinder bore
1. Inspect the cylinder barrel wall for corrosion, pitting and scoring. Discard any
cylinder exhibiting any of these unacceptable, non-conforming conditions.
2. Hone the cylinder bore using a wet honing process and hone stones that will produce
a surface finish as specified in Table 15-8.
3. Measure the surface finish using a Hommel Part No. 191800 T500 Tester. The
software for receiving interpreting tester data is Hommel America TIOOO Turbo.
Both the tester and software are available from Hommel America.
4. Set the tester to the following parameters:
a. Inch units
b. Traverse lengths Lt of 0.19 and Lm of 0.16
c. Cutoff length (Lc) of 0.03
d. Ml filter
e. R profile (Prof)
5. After wet honing, the bore finish must show a cross hatch pattern. The included
angle of the cross hatch measured perpendicular to the axis of the cylinder is 22º -
32º. Inspect the hone pattern at 100X magnification. An acceptable cross hatch
pattern must be cleanly cut and free of torn and folded metal.
NOTE: Honed turnaround areas up to 0.5 inch from the skirt and barrel
stop are exempt from cross hatch angle requirements.
6. After honing, clean the cylinder thoroughly using hot soapy water and a rotating
stiff bristled scrub brush to remove all honing material from the cylinder.
7. Rinse the cylinder with hot water to remove soap residue.
8. Dry the cylinder completely; repeat step 1 to verify serviceability. If the honed
cylinder passes inspection, thoroughly coat the cylinder bare steel surfaces with
clean 50 weight aviation engine oil.
9. Verify the surface finish of the cylinder barrel bore meets the “Cylinder Bore
Surface Finish Specifications” listed in Table 15-8.
Table 15-8. Cylinder Bore Surface Finish Specifications
Symbol Description Range
Ra Arithmetic average surface roughness 30-50 micro inches
Sk Skew, measure of plateau -1 to -3.5
Three point height, distance between third highest 130-275 micro
R3Z
peak and third lowest valley inches
RPM/Rz Ratio of mean peak to total depth of pattern <0.35

31 October 2011
15-7.8.8. Valve Seat Removal
Equipment Required
• Burroughs Part No. 8086 Valve Seat Insert Remover and Replacer Tool, or equivalent
• Burroughs Part No. 5221B Cylinder Holding Fixture, or equivalent
• Burroughs Part No. 5221-13A Holding Fixture Adapter, or equivalent
• Burroughs Part No. 8122A Common Drive Handle, or equivalent
• Universal Drive from Burroughs Part No. 8116 Common Parts Kit, or equivalent
• Valve stem or valve guide hole pilot of correct size
• Valve seat boss cutter equal in size to the new valve seat outside diameter
• Heavy duty drill press
1. Inspect the cylinder head to barrel junction baseline (Section 15-7.8); discard
cylinders exhibiting movement.
WARNING
2. Using the correct special tool, remove the worn valve seat(s).
3. Allow the heated cylinder to cool to room temperature.
4. Inspect the valve seat bore for cracks and erosion. Discard any cylinder with a
cracked valve seat bore or a valve seat bore that has eroded beyond the allowable
oversize valve seat bore repair.
5. Select the proper size valve seat bore cutter based on the new valve seat insert
outside diameter.
6. Install the cylinder in the Cylinder Holding Fixture.
7. Using the specified special tools, machine the valve seat bore(s) to the correct
diameter. Do not exceed the new part (overhaul) tolerances specified in Appendix D
for the respective intake and/or exhaust valve seat.
8. Deburr the valve seat bore and clean the cylinder to remove the debris created
during the machining process.
9. Inspect and record the valve seat bore inside diameter and new valve seat outside
diameter on the Engine Cylinder Inspection Checklist. Refer to Appendix D for the
valve seat inside and outside diameter overhaul limits.
10. Install a new valve seat according to instructions in Section 15-7.8.9.

31 October 2011
15-7.8.9. Valve Seat Installation
WARNING
2. While the cylinder is hot, install the valve seat firmly against the bottom of the valve
seat bore using the required special tools.
WARNING
Misaligned or improperly installed valve seat(s) will cause valve
leakage and burning.
3. Install new valve guides according to instructions in Section 15-7.8.10, “Valve
Guide Removal” and Section 15-7.8.11, “Valve Guide Installation” followed by the
Fluorescent Penetrant Inspection according to instructions in Section 15-4 on the
newly installed valve seat(s) and valve guide(s).

31 October 2011
15-7.8.10. Valve Guide Removal
Equipment Required
• Burroughs Part No. 8122A Common Drive Handle, or equivalent
• Universal Drive from Burroughs Part No. 8116 Common Parts Kit, or equivalent
• Burroughs Part No. 4981 Valve Guide Remover, or equivalent
• Burroughs Part No. 8116-1R through 15R Valve Guide Stem Hole Reamer
• Burroughs Part No. 8116-1 through 16 Expanding Guide Bores
• Burroughs Part No. 3170 Floating Holder, or equivalent
• Proper size morse adapter
2. Install the proper size head on Valve Guide Remover and attach a cold water supply
to the assembly.
3. Heat the cylinder assembly via a uniform heating method up to 350°F (177°C)
maximum and heat soak the cylinder assembly for 10 minutes.
WARNING
4. Install the cylinder in the holding fixture.
5. Install the pilot into the valve guide.
6. Hold the Valve Guide Remover down firmly pressed into guide bore with one hand
and the other hand on the water release mechanism.
7. Release the water and drive out the valve guide while water is running.
8. Repeat steps 1 through 7 to remove the remaining valve guides.
9. Allow the cylinder to cool to room temperature.
10. Measure the cylinder head valve guide bore and select the proper size reamer.
CAUTION: Always ream the guide bore to the proper oversize.
11. Ream the cylinder head valve guide bore to the required oversize; the guide bore
must be free of grooves when machining is reaming is complete.

31 October 2011
12. Deburr the valve guide bore and clean the cylinder; remove all machining debris.
13. Inspect valve guide bore new inside diameter and new outside diameter specified in
Appendix D “Overhaul Dimensional Limits”.
15-7.8.11. Valve Guide Installation

1. Apply a small amount of LUBRIPLATE® 930AA to the outside diameter of the
valve guide to prevent binding during installation.
2. Heat soak the cylinder assembly via a uniform heating method to 350°F (177°C) for
10 minutes.
WARNING
3. While the cylinder is still hot, install the new valve guides:
CAUTION: Intake and exhaust valve guides are different and must
be installed in the correct positions.
Never install an oversize valve guide in a standard size valve guide

bore.
a. Install the exhaust valve guide in the side of the cylinder with the smaller
diameter valve seat.
b. Install the intake valve guide in the side of the cylinder with the larger diameter
valve seat.
4. Hang the cylinder with the flange up to cool; allow the cylinder to stabilize to room
temperature. Inspect the valve guide inside diameter.
5. Ream the newly installed valve guide bore according. to the “Valve Guide Bore
Reaming” instructions in Section 15-7.8.12
6. Once the valve guide bore measures the correct dimension, perform a “Fluorescent
Penetrant Inspection” on the newly installed valve guides according to Section 15-4
instructions.

31 October 2011
15-7.8.12. Valve Guide Bore Reaming
Equipment Required:
• Burroughs Part No. 8116-1R through 15R Reamer, or equivalent
CAUTION: Do not attempt reaming the valve guide bore with a hand
held power tool.
1. Install the Cylinder Holding Fixture on a drill press.
2. Index the Cylinder Holding Fixture to the proper angle and install the cylinder in the
fixture.
3. Zero in the valve guide with the dial indicator.
4. Using the proper size reamer tool bit, ream the valve guides while applying plenty of
generous amounts of lubricant at 400 RPM for high speed steel reamers and 700
RPM for carbide tip reamers.
5. Inspect the finished bore size using specifications Appendix D “Overhaul
Dimensional Limits” for the valve stem bore inside diameter. The valve guide finish
must be 63 Ra finish measured with a profilometer.

31 October 2011
15-7.8.13. Intake or Exhaust Valve Seat Machining
Equipment Required:
• Burroughs Part No. 8116-1R through 15R Reamer, or equivalent
• Sioux brand Part No. 1675 Valve Seat Grinder Set, or equivalent.
• Valve Seat Grinder Pilot 0.437 diameter
• Grinding stones:
• K106 roughening for intake valve seats
• K46 finishing for intake valve seats
• K95 roughening for exhaust valve seats
• K25 finishing for exhaust valve seats
NOTE: Valve seats and valves may be lapped after refacing, if desired.
Lapping compounds are extremely abrasive, be sure to completely
remove compound residue from the valves, valve seats and cylinder by
thorough cleansing with hot soapy water and a stiff bristled scrub brush.
Rinse the cylinder thoroughly with hot water to remove soap residue.
1. Reface the valve seats according to the specifications in Appendix D “Overhaul
Dimensional Limits” using the valve seat grinder. Wash the cylinder with soapy
water and rinse thoroughly.
2. Dry the cylinder completely.
3. Coat all bare steel surfaces thoroughly with clean 50-weight aviation engine oil.

31 October 2011
15-7.8.14. Spark Plug Helical Coil Insert Replacement
Equipment Required
• Emhart Fastening Teknologies Helical Coil Extracting Tool
• Emhart Fastening Teknologies Helical Coil Installation Tool
• Emhart Fastening Teknologies Part No. 520-2 Expanding Tool
1. Before attempting to remove a damaged helical coil insert, use a sharp pointed tool
to pry the teeth at the outer helical coil end away from the cylinder head metal.
2. Tap the Helical Coil Extracting Tool into the insert until firmly seated; remove the
helical coil.
3. Using the proper size mandrel on the Helical Coil Installation Tool, place a new
stainless steel helical coil in the cutout side of the Helical Coil Installation Tool and
engage the driving tang toward the threaded end.
4. Engage the tang with the slotted end of the driving mandrel and wind the insert into
the sleeve thread, compressing the insert.
5. Hold the sleeve so the helical coil can be seen through the slot in the threaded end.
6. Turn the mandrel crank until the insert starts into the cylinder head hole. If the
sleeve is not in contact with the head surface, grip the sleeve and mandrel and turn
until the sleeve touches lightly.
WARNING
The helical coil insert end must not protrude into the
combustion chamber after it has been installed.
7. Wind the helical coil into the cylinder head until its toothed end lies within the first
full thread. The teeth should be in position to enter the depressions made by the
original insert. If driven too far, the insert will emerge in the combustion chamber
and will have to be wound through and removed.
8. When the helical coil is in the correct position, use long-nose pliers to bend the
driving tang back and forth across the hole until it breaks off at the notch.
9. Coat the threaded end of the No. 520-2 Expanding Tool with Alcoa thread lube or a
mixture of white lead and oil.
10. Screw the No. 520-2 Expanding Tool into the new insert until its final thread forces
the teeth firmly into the cylinder head metal.

31 October 2011
15-7.8.15. Cylinder Stud Installation
Replace exhaust manifold studs, regardless of condition. Replace studs that are loose or
fail to meet Appendix D specifications according to the “Stud Replacement” in
Appendix C-7.2.1.Install new studs to the heights specified in Appendix D-8.4. Check the
stud alignment using a tool maker's square.
Install the appropriate new exhaust flange studs, rocker shaft hold down studs, and intake
flange studs according to the “Engine Cylinder Dimensional Inspection” instructions in
Section 15-6.3 and the “Cylinder Stud Height Settings” in Appendix D-8.4.
15-7.8.16. Piston Ring Replacement

Install new piston rings in each cylinder during the engine assembly.
NOTE: Any time piston rings are replaced in an engine cylinder, hone the
cylinder bore prior to assembly according to the “Cylinder Bore Honing”
instructions in Section 15-7.8.7.
15-7.8.17. Cylinder Protective Coatings

1. Clean the exterior cylinder head surface.
2. Anodize the cylinder surface according to the “Protective Coatings” instructions in
Section 14-4.
3. Thoroughly clean the entire cylinder with mineral spirits and air dry.
CAUTION: Do not paint the cylinder flange nut seats, skirt, or
flange-to-crankcase mating surface
4. Mask the cylinder flange nut seat contact surfaces, cylinder skirt and flange-to-
crankcase mating surfaces.
5. Apply a protective coating of the specified paint (Section 3-2), or equivalent to the
cylinder barrel according to the “Protective Coatings” instructions in Section 14-4.
6. After the paint dries completely, remove all masking materials.
7. Coat all bare steel surfaces with clean 50-weight aviation engine oil.
8. Store the cylinder assembly in a clean protected area until cylinder assembly.

31 October 2011
15-7.8.18. Rocker Arm Bushing Replacement
1. Remove the old bushings from the rocker arm(s) using a Burroughs Part No. 8118
Rocker Arm Bushing Remover/Installer or the correct size drift in an arbor press.
2. Lubricate the new bushings with clean 50-weight aviation engine oil.
3. Press the new bushings in to the specifications depicted in Figure 15-10.
4. Plug the rocker arm oil passages with beeswax.
5. Ream the rocker arms and the new bushings to the diameter specified in Figure 15-
10.
6. Lightly break the sharp edge at each end of the new bushings.
7. Inspect the bushing bore size and surface finish to verify it meets Appendix D
specifications.
8. After reaming, clean and flush the oil passages with clean mineral spirits.
9. Remove the beeswax plug and flush the oil passages with mineral oil to remove any
remaining debris. If the oil passages will not clear with mineral spirits, discard the
rocker arms.
Figure 15-10. Rocker Arm Bushing Replacement

31 October 2011
15-7.8.19. Rocker Arm-to-Retainer Clearance
Maintain a minimum clearance of 0.020 inches (0.508 mm) between the rocker arm and
retainer (rotocoil). If 0.020 inches (0.508 mm) clearance is not met, proceed as follows.
WARNING
Grinding marks or cracks in the rocker arm may cause the
rocker arm to fail.
1. Temporarily install the rocker arm in the boss to verify rocker arm to retainer
(rotocoil) clearance.
1. Cover the rocker arm bushing bore and oil passage to prevent contamination.
Smoothly grind across the forging flash line on the underside of the rocker arm to
attain the specified 0.020-inch clearance. The grind must be smooth and uniform.
2. Smoothly grind across the forging flash line on the underside of the rocker arm to
obtain the specified clearance. The grind must be smooth and uniform and must not
exceed the width illustrated in Figure 15-11. If the required clearance cannot be met
without exceeding the grind width, discard and replace the rocker arm.
3. Polish the entire ground surface to remove grinding marks.
4. Remove the protective coverings from the rocker arm and clean thoroughly.
5. Perform a “Magnetic Particle Inspection” according to the instructions in
Section 15-5 on the polished rocker arm to inspect for cracks.
6. Remove and thoroughly clean the rocker arm(s) before engine assembly.
GRIND UNDERSIDE, IF REQUIRED, TO

MAINTAIN MINIMUM CLEARANCE
0.020
MINIMUM

31 October 2011
15-7.9. Crankcase Overhaul Repair
CAUTION: If crankcase line boring is required to rework bearing
journals, an undersize crankshaft or camshaft may be required to
maintain dimensional tolerances.
1. Collect the crankcase replacement parts specified in “100% Parts Replacement
Requirements” and “Mandatory Overhaul Replacement Parts” in Appendix C.
2. Replace any crankcase or associated part worn beyond the overhaul limits in
Appendix D or failing to meet fluorescent penetrant inspection or dimensional
inspection criteria. Discard and replace non-conforming components.
15-7.9.1. Oil Filler Overhaul
Collect the oil filler replacement parts specified in “100% Parts Replacement
Requirements” and “Mandatory Overhaul Replacement Parts” in Appendix C.
15-7.9.2. Crankcase Welding
WARNING
No weld repairs are permitted in the critical (non-shaded) areas
of the crankcase or the bearing support structures. An FAA-
approved repair facility is the only facility authorized to
perform a crankcase weld repair.
Welding is only permitted in the crankcase areas identified a non-critical in the
“Crankcase Dimensional Inspection” instructions in Section 15-6.1. Only an FAA-
certified weld repair facility for specialized crankcase repairs may complete the weld
repair.

31 October 2011
15-7.9.3. Crankcase Cylinder Deck Stud Helical Coil Installation
Install helical coils in crankcase cylinder deck stud holes according to the instructions in
Section C-6.2, “Helical Coil Insertion” to the height specified in ce with specifications in
Section 15-12, “Crankcase Cylinder Deck Stud Repair Specifications”.
WARNING
It is prohibited to repair the 2 and 4 o'clock crankcase cylinder
deck stud positions by helical coil insert installation.
Figure 15-12. Crankcase Cylinder Deck Stud Repair Specifications

31 October 2011
15-7.9.4. Crankcase Cylinder Deck Stud Replacement
Special instructions for replacing crankcase cylinder deck studs are contained in this
section. Replace any other crankcase stud found to be unacceptable according to
instructions in Appendix C-7. Stud height setting may be found in Appendix D-8.
WARNING
deck stud positions by helical coil insert installation. If threads
are damaged in these positions, the crankcase is irreparable.
1. Verify studs and tapped holes are clean and dry.
2. Apply Part No. 653693 primer to stud and cylinder deck threads and allow them
time to dry.
3. Apply Part No. 646941 to both threads.
4. Install the studs to the appropriate stud height setting per crankcase figures in
Appendix D.
5. Wipe excess Loctite from the cylinder deck.
6. Allow two hours minimum curing time before testing the stud break away torque.
Test studs after they have cured. The studs must not break away under a torque load
of 100 in-lbs. If studs break away in this test, they must be replaced.
7. Studs conforming to the break away torque test can be used for cylinder installation.
15-7.9.5. Line Boring
Either discard or line-bore oversize crankcases with crankshaft bearing or camshaft bores
that exceed the specified critical new parts diameter. Only a repair station certified in
specialized crankcase repairs is authorized to perform line bore repairs. Refer to
Section D, “Overhaul Dimensional Limits” and Section 15-6.1, “Crankcase Dimensional
Inspection”, for crankshaft and camshaft bore dimensional limits. Line boring may require
replacement of the crankshaft or camshaft with authorized undersize parts.
15-7.9.6. Crankcase Machining
Discard and replace or machine crankcase halves exhibiting fretting. Crankcase
machining is only permitted at a certified crankcase repair facility. After machining, the
cylinder deck height dimension must not exceed Appendix D specifications. Discard
crankcase halves exceeding Appendix D specifications.
CAUTION: Gear backlashes must not be less than the specified
minimum after machining.
The crankcase half-parting line surface must be flat within 0.005 inches (true indicator
reading). The sum total of the parting line surface for both crankcase halves must not
exceed 0.008 (true indicator reading). Discard crankcase halves that exceed these
dimensions. After all machining is complete, perform a “Fluorescent Penetrant
Inspection” on the crankcase halves per instructions in Section 15-4.

31 October 2011
15-7.9.7. Starter Jack Adapter Preparation
Use an arbor press and a three inch long 0.375-16 UNC-2B bolt to install a new plug. Coat
the new plug with Part No. 646940 sealant, screw the bolt into the plug and install to the
depth specified in Section 15-13.
Figure 15-13. Starter Jack Adapter Plug

31 October 2011
15-7.10. Engine Drive Train Overhaul
CAUTION: Engine Drive Train Overhaul is beyond the scope of
field repairs. Special fixtures, special tools and air gauges are
required to inspect the components for serviceability after repairs
are accomplished. Overhaul repairs to the camshaft, crankshaft and
connecting rods may only by performed by an FAA Part 145 Repair
Station using FAA approved repair procedures.
1. The engine drive train consists of the camshaft assembly and crankshaft assembly,
including connecting rods. Overhauling the engine drive train entails disassembling,
verifying the integrity of parts, performing dimensional and magnetic particle
inspections on the drive train parts, replacing parts, and re-assembling these
components as instructed. Replace any parts worn beyond overhaul limits in
Appendix D or parts which do not meet inspection criteria.
2. Collect the engine drive train replacement parts specified in “100% Parts
Replacement Requirements” and “Mandatory Overhaul Replacement Parts” in
Appendix C.
3. Refer to the respective sections for instructions for replacing engine drive train
parts.
Table 15-9. Engine Drive Train Parts Replacement

Part to Consider for Replacement Discard and Replace Criteria
Discard and replace a crankshaft that is exhibits cracks,
Crankshaft rust or pitting or if the crankshaft fails any of the
dimensional inspection in Appendix D.
Discard/replace any connecting rods:
Connecting Rods • With a bore exhibiting nicks or gouges
• If the rod and cap do not align properly

31 October 2011
15-7.10.1. Camshaft Repair
WARNING
Camshafts may only be repaired by an approved FAA Part 145
Repair Stations. Do not attempt camshaft repair without the
proper tooling and FAA required certification.
Camshaft repairs must be performed by an FAA Part 145 Repair Station certified to
perform the camshaft repair. Camshaft repair procedures must be accomplished in
accordance with Federal Aviation Regulations to return the camshaft to the dimensional
limits in Appendix D. Camshaft grinding is limited to 0.020 authorized undersize.
Undersize camshafts require line boring of the crankcase journals. Perform a “Magnetic
Particle Inspection” according to instructions in Section 15-5 after camshaft rework.
15-7.10.2. Crankshaft Repair
WARNING
Crankshaft repairs may only be repaired by an approved FAA
Part 145 Repair Stations. Do not attempt crankshaft repair
without the proper tooling and FAA required certification.
CAUTION: Do not attempt to repair a scored or overheated
crankshaft. Discard and replace scored or scorched crankshafts.
A crankshaft may be repaired by grinding the crank pins and journals to 0.010 inches
(0.254 mm) under the new shaft limits per Appendix D and re-nitriding. This repair is only
authorized at an FAA Part 145 Repair Station certified to perform the crankshaft repair.
Crankshaft repair procedures must be accomplished in accordance with Federal Aviation
Regulations. The repaired crankshaft must meet the new part dimensional limits specified
in Appendix D. Perform a “Magnetic Particle Inspection” according to instructions in
Section 15-5 after crankshaft rework.

31 October 2011
15-7.10.2.1. Crankshaft Plating Overhaul
1. Remove any tin plating on the crankshaft in the one inch area shown in Figure 15-14
by rubbing a piece of very fine emery cloth, buffing around the shaft to attain a
smooth uniform finish without any scratches.
2. Apply a ½-inch wide strip of 180 grit emery cloth against the newly polished one
inch area on the crankshaft with firm hand pressure to lightly scratch (not score or
gouge) a new helix design in a 30 pattern in the plated area as shown in Figure 15-
14. The helix promotes proper seating of the crankshaft oil seal a- a better seal
prevent leakage.
3. After preparing the first quarter portion, rotate the crankshaft by hand so that the
next portion is visible and continue rubbing with the 180 grit emery cloth until the
entire one inch plated area (Figure 15-14) around the crankshaft is lightly scratched
with the helical design.
4. Flush the metal particles from the crankshaft with mineral spirits.
5. Wipe the plated area with the lightly scratched helical pattern on the crankshaft with
acetone. Ensure the crankshaft is free of debris and particulate matter to facilitate a
clean seal.
6. Mask the crankshaft except for the area prepared in the previous steps to prevent
overspray. Apply a uniform coat of aluminum primer to the portion of the crankshaft
which will be exposed to the elements and allow the primer to dry to the touch.
Figure 15-14. Helix Pattern on Crankshaft

31 October 2011
15-7.10.3. Connecting Rod Overhaul Repair
WARNING
Never remove material from a connecting rod. Removing
material from a connecting rod will destroy the shot peen
treatment and may cause stress risers.
Connecting rod assemblies are selected in pairs with a maximum weight variation of up to
½ ounce in opposing bays. Connecting rods are supplied only in matched sets. Replace
connecting rods only in pairs.
15-7.10.3.1. Connecting Rod Piston Pin Bushing Replacement
Replace all connecting rod bushings at overhaul.
Equipment Required
• Burroughs Part No. 8098 Connecting Rod Bushing Removal/Installation Set, or eq.
• Burroughs Part No. 8111A Connecting Rod Boring and Alignment Fixture, or eq.
• High speed borer of the correct size
• Burroughs Part No. 8042C Adapter Kit, or equivalent
• Vertical mill or equivalent capable of maintaining 1750 RPM.
• Arbor press
• Federal Dimension Air Gage with a 1.1268 setting ring and 1.1268 air plug or equiva-
lent
• Profilometer
WARNING
Use only the special tools listed. Removing and installing
bushings with makeshift tools can damage connecting rods,
resulting in engine failure.
Verify the piston pin bushing being installed is the correct part number for the application.
Use a Connecting Rod Bushing Removal/Installation Set and an arbor press to remove the
piston pin bushing.
1. Press out the old piston pin bushing using the Connecting Rod Bushing Removal/
Installation Set and an arbor press. Verify the connecting rod bore is smooth.
2. Verify the new bushing part number. Dip the new piston pin bushing in clean 50 wt.
aviation engine oil before placing it in position. The bushing may be chilled to aid
installation.
3. Inspect the piston pin bushing bore and assess the condition based on information in
Table 15-9 and Appendix D dimensional inspection criteria to determine
acceptability of parts. No nicks or gouges are permissible on the bore after the
bushing is removed. Discard connecting rods if nicks/gouges are found.
4. Position the connecting rod over the pilot so the mate marks and piston pin bore
chamfer are facing up.

31 October 2011
5. Place the piston pin bushing on the pilot so that the bushing split line is located 45°
± 5° from the center line of the connecting rod, facing the crankpin end. See the
“Overhaul Dimensional Limits”in Appendix D-7.
6. Position the ram on the pilot.
7. Using the arbor press, carefully press the new piston pin bushing flush with the
piston pin bore.
8. Bore the new piston pin bushing to the diameter specified in Appendix D-7
according to the “Connecting Rod Piston Pin Bushing Replacement” instructions in
Section 15-7.10.3.1.
9. Visually inspect the connecting rod for nicks or damage that may have occurred
during bushing installation. Scrap connecting rods exhibiting these conditions.
10. Verify the piston pin bushing meets Figure D-14 specifications.
11. Inspect the new piston pin bushing; the bushing bore inner diameter must meet
Appendix D specifications.
a. Use the Federal Dimension Air Gauge (with the appropriate setting ring and air
plug) to verify the piston pin bushing is within the connecting rod minimum and
maximum limits specified in Appendix D.
b. Check the piston pin bushing surface finish with a profilometer. The surface
finish must not exceed 16 Ra.
c. Check the connecting rod bushing for alignment and twist after bushing
installation using the Connecting Rod Boring and Alignment Fixture (Burroughs
Parr No. 8111A or equivalent).
d. To check the connecting rod twist, insert the push to fit arbors into the pin and
crank end of the rod.
e. Place the connecting rod crank pin end on the V-blocks.
f. Place the pin end arbor on the two machined parallel steel blocks spaced equal
distance from the center line of the rod, but not less than six inches apart
g. Use flat feeler stock to detect clearance between the machined steel blocks and
the pin end arbor. Refer to the connecting rod dimensional limits in Appendix D.
h. To check the connecting rod alignment, rotate the pin end of the connecting rod
to a vertical position and with the arbor resting against a positive stop.
NOTE: If the piston pin bushing does not meet dimensional
specifications, the bushing will have to be removed and a new bushing
installed and bored to size according to the “Connecting Rod Piston Pin
Bushing Replacement” and “Piston Pin Bushing Boring” instructions in
Section 15-7.10.3.1 and Section 15-7.10.3.2, respectively.
i. Using a dial indicator mounted on a vertical stand resting on the surface plate,
measure the vertical distance of the pin end arbor from the surface plate at points
of equal distance from the centerline of the connecting rod. Compare the

31 October 2011
connecting rod measurements to the connecting rod dimensions in Appendix D.
Connecting rods exceeding Appendix D limits must have the piston pin bushing
replaced and reamed or the connecting rod must be scrapped.
j. j. Compare the connecting rod bushing alignment and the large end bearing seat
dimensions to the dimensions in Appendix D.
15-7.10.3.2. Piston Pin Bushing Boring
Equipment Required
• Burroughs Part No. 8111A Connecting Rod Boring and Alignment Fixture, or equiva-
lent
• Burroughs Part No. 8042C Adapter Kit, or equivalent
• Vertical mill or equivalent capable of maintaining 1750 RPM.
• Boring tool of the correct sizes
1. Place the connecting rod on the base plate and secure with retainers provided.
2. Select the correct adapter kit and boring tool for the connecting rod.
3. Using a vertical mill, or equivalent, bore the connecting rod bushing to size.
Maintain 1750 RPM during the boring process.

31 October 2011

31 October 2011
Component Assembly
Chapter 16.Component Assembly
Instructions in this section depend on compliance with the preliminary steps detailed in
earlier chapters. Parts must be properly removed, cleaned, inspected and repaired
according to the instructions in earlier chapters prior to assembly. Adhere to the
instructions in this chapter when assembling components. Prior to assembling
components, refer to the following sections of the manual:
• Section C-1, “Handling Parts”
• Section C-2.2, “Acceptable Replacement Parts”
• Section C-2.3, “100% Parts Replacement Requirements”
NOTE: The definition of “replace” in this manual is removal and
disposal of the original part and substitution of a new part with the
same form fit and function of the original when it was new.
16-1. Fuel Injection System
NOTE: Before re-installation of fuel system component fittings
ensure they are free of debris by screwing them into the proper size
holes of a soft wood block and thoroughly flushing them with an
approved solvent.
The fuel pump and throttle assemblies must be new, factory rebuilt, or field overhauled
and tested by an authorized FAA Part 145 Repair Station.
CAUTION: Apply Anti-seize lubricant to the tapered end of fittings.
Never use Teflon tape on the Fuel Injection System.
Figure 16-1. Fuel Injection System Fitting Sealant

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Component Assembly
16-1.1. Fuel Distribution Block Assembly
1. Install a new screen (Figure 16-2) (4) in the distribution block (1) cavity.
2. Lubricate an new o-ring (5) and seal (6) with 50 weight aviation engine oil. Install
the new seal (6) in the distribution block (1) flange. Install the new o-ring (5) in the
filter cavity.
3. Align the distribution block cover (2) with the distribution block body (1) and secure
the cover (2) to the body (1) with washers (10), new lock washers (9) and screws (8).
Torque the screws (8) to Appendix B specifications and safety wire the screws (8)
according to safety wire instructions in Appendix C.
4. Attach the bracket (7) to the base of the distribution block with two screws (12) and
washers (11); torque the screws to Appendix B specifications.
5. Sparingly apply Anti-seize lubricant (Figure 16-1) to the union fitting (Figure 16-2)
(15) threads. Insert the union fittings (15), with cones (16) nose first, in the two
forward threaded bores at the base of the fuel distribution block housing (1); torque
the fittings (15) to Appendix B specifications.
6. Sparingly apply Anti-seize lubricant (Figure 16-1) to the threads of the two elbow
fittings (Figure 16-2) (13 & 14) threads.
CAUTION: The orifice fitting (13) must be installed in the fuel

return port for proper fuel system operation. If the orifice fitting is
installed in the inlet port, the engine will be starved for fuel.
a. Install the plain elbow fitting (14) in the aft port of the fuel distribution block
cover (2) and torque to Appendix B specifications.
b. Install the plug (13) or orifice fitting (13) in forward port of the fuel
distribution block cover (2) and torque to Appendix B specifications.
7. Insert plugs in the remaining open bores of the fuel distribution block and store the
assembly in a clean location awaiting installation on the engine.

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Component Assembly
Figure 16-2. Fuel Distribution Block Assembly

Plug or Elbow w/Orifice
1 Fuel Distribution Block Body 5 O-Ring 9 Lock Washer 13
Fitting

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Component Assembly
16-1.2. Fuel Filter Assembly
1. Install a new filter screen (Figure 16-3) (3) in the filter body.
2. Install an new spring (4) in the filter body, followed by the cover plate (2) with a
new O-ring (5).
3. Secure the cover plate with four screws (10) with new lock washers (11); torque the
screws to Appendix B specifications.
4. Sparingly apply Anti-seize lubricant (Figure 16-1) to the fitting (Figure 16-2) (12)
threads. Install the fittings (12) in the fuel filter and torque to Appendix B
specifications.
5. Sparingly apply Anti-seize lubricant (Figure 16-1) to the plug (Figure 16-2) (9 & 13)
threads. Install the two plugs (13) in the side of the (12) in the fuel filter housing and
torque to Appendix B specifications. Insert the ball (6), spring (7), and plunger in
the bypass port and secure with a plug; torque to Appendix B specifications

4 Spring 8 Plunger Spring Retainer 12 Nipple Fitting 16

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Component Assembly
16-1.3. Diverter Valve Assembly

1. Apply a small amount of Anti-seize lubricant (Figure 16-1) to the threads of each
fitting (Figure 16-4) (3 & 4). Install the 45 degree elbow fitting (3) in the diverter
valve outlet (stamped 1 on the valve) port. Install the 90 degree elbow fitting (4)
inlet (stamped 2 on the valve) port. Clock the fittings in the orientation noted during
disassembly and torque the fittings (3 & 3) to Appendix B specifications.
2. The diverter valve ships from the factory with a two-pin connector. The electrical
interface is controlled by the airframe manufacturer; prepare the connector for
airframe wiring interface according to the airframe manufacturer’s instructions.
3. Align the diverter valve (1) mounting holes with the those in the bracket (2). Insert a
screw (5) in each the screw hole. Torque the screws to Appendix B specifications
and safety wire the screws as a pair according to “Safety Wiring Hardware”
Figure 16-4. Diverter Valve

16-2. Induction System
WARNING
Never use Teflon tape on Induction System fittings.

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Component Assembly
16-3. Starter Assembly
Replace the starter as an assembly during engine overhaul.
16-4. Direct Drive Alternator Assembly
This procedure applies only to Continental Motors alternators supplied with the engine in
the original configuration specified by the type certificate. For alternators provided by the
airframe manufacturer or supplemental type certificate, refer to the manufacturer's
instructions.
WARNING
If the shipping washer is not removed, the ensuing interference
with the face gear will damage the engine and alternator.
1. Install a new Woodruff key (Figure 16-5) (5) in the alternator shaft.
2. Align the slot in the alternator drive hub assembly (6) with the woodruff key and
install the drive hub assembly (6) on the alternator shaft.
3. Lubricate the alternator drive shaft threads with clean 50-wt. aviation engine oil.
Install the castellated nut (7) on the shaft and hand tighten the nut.
4. Secure the drive hub assembly with Ideal Aviation Part No. 9001-IA Alternator
Drive Hub Spanner Wrench to prevent the hub from rotating while the castellated
nut (7) is torqued.
5. Using a currently calibrated torque wrench, torque the nut (7) to the lower limit
specified in Appendix B. If the cotter pin holes does not align with the nut, gradually
increase torque to align the castellated nut (9) with the cotter pin hole. If alignment
cannot be achieved within the torque limits, replace the nut (9). Do not over-torque!
6. Install a new cotter pin (8) through the slot in the castellated nut (7) and the hole in
the alternator shaft. Secure the assembly according to the “Cotter Pin Installation”
7. Store the alternator and attaching hardware in a clean protected area until final
engine assembly.

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Component Assembly
Figure 16-5. Continental 60 Amp Gear Driven Alternator


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Component Assembly
16-5. Accessory Case Assembly
The Lubrication System is installed in the IOF-240 accessory case on and has two varying
configurations, some feature an oil filter adapter, others do not. Some engine
configurations feature a mechanical tachometer driven by the oil pump; the tachometer
drive shaft extends through the face of the accessory case in to the tachometer adapter
housing. Adhere to the instructions applicable to the engine configuration.
1. Lubricate the accessory case oil pump cavity, gear contact areas and oil pump gears
(Figure 16-6) (1 & 2) with clean Part No. 656817 Molyshield grease.
2. Install the oil pump drive gear (1) in the lower oil pump cavity boss with the square
drive out.
3. Install the driven gear (2) in the in the upper oil pump cavity boss, tachometer drive
shaft first.
4. Check the oil pump gears after installation to verify they meet the clearance and
backlash specifications in Appendix D-4.
5. Verify the oil pump gears rotate freely after assembly. If the gears bind, disassemble
the oil pump and inspect the gears
6. Align the gear shoulders with the holes in the oil pump cover (3); the cover (3)
should seat flush against the oil cavity flange. Install new tab washers (5) and bolts
(5) in the four cover mounting holes according to the instructions in Appendix C-5.
Torque the bolts to (5) Appendix B specifications.
NOTE: Only engines with a tachometer drive adapter use the
driven gear with extended drive shaft (Figure 16-6). Engines with a
cover over the tachometer drive utilize a driven gear that does not
extend beyond the face of the accessory case.

31 October 2011
Component Assembly
Figure 16-6. Oil Pump Assembly

3 Oil Pump Cover
NOTE: Some engine models feature an oil filter adapter on the

accessory case while others are equipped with a combination oil
cooler/filter adapter on the 2-4 side of the crankcase.
7. Lubricate a new o-ring (Figure 16-7) (2) and the oil suction tube assembly (3)
threads with 50-wt. aviation engine oil. Place the lubricated o-ring over the threaded
end of the oil suction tube and install the oil suction tube assembly (3), with new o-
ring (2) in the threaded boss at the bottom of the accessory case (1). Torque the oil
suction tube assembly (3) to Appendix B specifications. Safety wire the oil suction
tube (6) to the holes in bottom of the accessory case adjacent to the oil suction tube
according to the “Safety Wiring Hardware” instructions in Appendix C-4.
8. Sparingly apply Part No. 646943 Anti-seize lubricant to the oil pressure relief valve
cap (9) threads.

31 October 2011
Component Assembly
9. Lubricate the inside and outside diameter of the plunger (5) with 50-wt. aviation
engine oil. Insert the smaller diameter spring (7) in the larger diameter spring (6).
Insert both springs in the well of the plunger (5).
10. Liberally lubricate the oil pressure relief valve boss with 50-wt. aviation engine oil
and insert the plunger (5), new springs (6 & 7) in the oil pressure relief valve boss.
Install the oil pressure relief valve cap (5) with a new copper gasket (8) in the oil
pressure relief valve boss. Torque the oil pressure relief valve cap to Appendix B
specifications. Safety wire the oil pressure relief valve cap (9) according to the
“Safety Wiring Hardware” instructions in Appendix C.
11. Cover the accessory case components and store them in a clean protected area until
the remaining accessory case parts are installed during engine assembly in
Section 17-7.

1 Studded Crankcase Cover 6 Oil Press. Relief Valve Spring Tach Drive Adapter Cover OR 14 Lock Nut
10
2 O-Ring 7 Oil Press. Relief Valve Spring Tach Drive Adapter Cover 15 Alternator Pad Cover
3 Oil Suction Tube Assembly 8 Copper Gasket 11 Washer 16 Oil Flange Seal
4 Alternator Gasket 9 Oil Pressure Relief Valve Cap 12 Lock Nut
5 Plunger 13 Washer

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Component Assembly
16-5.1. Oil Cooler Assembly

The oil cooler must be cleaned, overhauled, and assembled by an appropriately rated
repair station (i.e., FAA-approved Part 145 repair station). Any special plugs, new gaskets,
new O-rings, and new lock washers will be installed on the oil cooler during engine
assembly.

31 October 2011
Component Assembly
16-5.1.1. Oil Cooler Adapter Assembly
1. Lubricate the threads and new fittings (4) with 50-wt. aviation engine oil and install
the fittings (4) with new o-rings (3) in the oil cooler adapter; torque the fittings (4) to
oil temperature control valve (6). Install the oil temperature control valve (6) with a
new gasket and torque to Appendix B specifications.


31 October 2011
Component Assembly
16-5.1.2. Oil Cooler/Filter Adapter Assembly
1. Lubricate the threads and new fittings (10 & 11) with 50-wt. aviation engine oil and
install the fittings (10 & 11) with new o-rings (9) in the oil cooler adapter; torque the
fittings (10 & 11) to Appendix B specifications.
plugs (13). Install the plugs in the three upper ports of the oil cooler/filter adapter.
3. Apply anti-seize lubricant to all except the first two threads of the oil temperature
control valve (4). Install the oil temperature control valve (4) with a new gasket and
torque to Appendix B specifications.


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Component Assembly
16-6. Engine Cylinder Assembly
WARNING
Improper use of sealants and lubricants may cause engine
malfunction or failure.
1. Install new (or repaired) baffles (Figure 16-12) (43) and new springs (44) as shown
in Figure 16-10 and Figure 16-11. Insert the spring through the cylinder, use a spring
hook to pull and latch the spring over the cylinder fin.
Figure 16-10. Install the Baffle Figure 16-11. Secure the Baffle
2. Spread a film of Part No. 656817 Molyshield grease on the intake valve (Figure 16-
12) (13) and new exhaust valve (12) stems.
3. If the intake and exhaust valves were lapped, install the valves into the lapped
positions.
4. Grasp the valve stems and install the cylinder on a cylindrical block of wood
anchored to a work bench.
5. Reapply Part No. 656817 Molyshield grease to the valve stems.
6. Place the new valve spring lower retainers (16) over the valve guides (4 and 5),
cupped side up.
7. Coat the sealing surface of a new intake valve guide seal (6) with clean 50-weight
aviation engine oil.
8. Install the new intake valve guide seal (6) by hand. Tap the new seal onto the guide
with a Valve Guide Seal Installation Tool (“Special Tools” in Chapter 3) and a
plastic mallet until it is firmly seated.

31 October 2011
Component Assembly
9. Install new inner and outer springs (14 and 15) and a new rotocoil (17). The valve
springs must be installed with the closed coils toward the cylinder head as shown in
Figure 16-13.

9 Cylinder Base O-Ring 21 Bushing 33 Exhaust Flange Gasket 45 Hydraulic Lifter Assembly

31 October 2011
Component Assembly
INNER VALVE SPRING

OUTER VALVE SPRING
SEAT
VALVE GUIDE
VALVE SEAT
INSERT
CYLINDER ASSEMBLY
Figure 16-13. Valve Spring Installation

WARNING
Contact with the rotocoils will damage the valve stems. Before
releasing pressure on the springs, ensure the keys are properly
seated in the valve stem grooves.
10. Compress the valve springs with the Valve Spring Compressor Tool and insert new
valve stem retainer keys (18) in the valve stem grooves. Compress the springs only
enough to allow the keys to seat in the valve stem grooves. If the keys drop, they
may damage the valve stem when the springs are released.
11. Remove the cylinder from the fixture and place it upright on a workbench.
12. Place a plastic mallet squarely on the end of the valve stem and strike the plastic
mallet sharply with a rawhide mallet to seat the valve spring retainer keys. DO NOT
STRIKE THE ROTOCOIL.
PLACE SHOULDER OF
KEY SECURELY INTO
VALVE STEM GROOVE.
TWO KEYS ARE
REQUIRED FOR EACH
VALVE STEM
Figure 16-14. Retainer Key Installation

13. Verify the valve spring retainer keys are properly positioned, with two keys on each
valve stem as illustrated in Figure 16-14.
14. Invert the cylinder assembly on the bench with the cylinder bore facing upward and
the cylinder resting on the rocker shaft mounting bosses.

31 October 2011
Component Assembly
15. Liberally lubricate a new cylinder base O-ring (Figure 16-12) (9) with clean 50-
weight aviation engine oil and install the O-ring on the cylinder skirt against the
base flange; ensure the new cylinder O-ring (9) is not twisted on the flange.
16. Coat the cylinder barrel wall thoroughly with clean 50-weight aviation engine oil.
17. Ensure the new pistons (Figure 16-15) (1) and new piston rings (2 through 5) are the
correct size for the cylinder bore. Inspect the piston-to-cylinder clearance of each
matching piston and cylinder according to Appendix D specifications.
Figure 16-15. Piston, Rings and Pin
18. Insert one piston ring at a time into the cylinder bore and use the piston to push the
ring to the new piston ring position specified in Appendix D.
19. Remove the piston and measure the ring gap using a leaf type feeler gauge.
20. If the ring gap is less than the minimum specified in Appendix D, remove the excess
with a fine-toothed flat file mounted in a vise. File the ring ends evenly across the
end of the piston ring and deburr the filed edges with crocus cloth. Clean the
finished piston ring with mineral spirits and allow to air dry.
21. Repeat steps 18-20 until all piston ring gaps meet the required specification in
Appendix D.
22. Install new piston rings (2-5) on the new pistons (1) with the part number facing the
top of the piston.

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Component Assembly
23. Install a ring expander into the third ring groove first by disconnecting it and then
reconnecting it fully.
24. Using a ring expander, place the new oil control ring (4) over the expander with the
ring gap positioned 180° from the expander joint.
25. Using the ring expander, install a new compression ring (3) into the second ring
groove, install the other new compression ring (2) into the first ring groove and
install the new scraper ring (5) into the fourth ring groove.
26. Inspect ring side clearances with the ring edge flush with the piston outside
diameter. Ring side clearances must conform to the dimensions listed in
Appendix D.
NOTE: The weight of opposing bay piston pairs varies no more
than 1/2 ounce (14.175 grams).
27. Lubricate the piston (1), piston pin (6) and piston ring (2-5) assemblies with clean
50-weight aviation engine oil.
28. Place the new piston and ring assembly with the cylinder assembly for which it was
previously sized and gapped. Install new piston pins (6) in the piston pin bores. The
piston pins must slide freely in the piston pin bores.
29. Position the rings (2-5) so the ring gaps are 180° apart with the first ring gap toward
the top of the piston.
30. Using a ring compressor, install each piston into its cylinder with top three rings in
the cylinder barrel and the piston pin accessible for connecting rod installation.
31. Install a new O-ring seal (Figure 16-16) (36) on the cylinder end of the pushrod
housings (35). Place two each, pushrod housings, new springs (37), washers (38),
new packing (39), and second washer (38) with each cylinder on the workbench.
Figure 16-16. Pushrod Tubes

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Component Assembly
16-7. Crankcase Assembly
1. Install new pipe plugs:
a. Apply Loctite 592 Teflon PS/T Pipe Sealant sparingly on the pipe plug male
threads.
b. Install all pipe plugs that were removed during disassembly in the location
indicated on the tag. Install new plugs, identified in Appendix D-8.5. The plugs
must be installed in all of the corresponding locations to prevent oil pressure loss.
2. Apply a thin translucent coat of Part No. 646942 Gasket Maker to the outside edge
of a new vacuum pump oil seal (Figure 16-18) (17). Using an arbor press and Part
No. MT500260 Oil Seal Tool, gently press a new oil seal into the vacuum pump
drive pad land until it bottoms out.
Figure 16-17. Crankcase Fasteners

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Component Assembly
Figure 16-18. Crankcase Assembly
16-8. Engine Drive Train Assembly

The section contains camshaft, crankshaft, and connecting rod assembly instructions.
16-8.1. Camshaft Assembly
1. Install the camshaft (Figure 16-19) in a suitable holding fixture.
2. Coat the gears and camshaft spline with 50-weight aviation engine oil.

31 October 2011
Component Assembly
3. Install the governor drive gear (5) onto the camshaft; secure with the washer (6) and
bolt (7). Secure the bolt with safety wire according to Appendix C instructions.
NOTE: The camshaft gear (3) bolt holes are offset to allow only
one correct position for the engine timing mark.
4. Install the camshaft gear (3) on the camshaft assembly (1). Align the holes in the
gear (3) with the holes in the camshaft (1).
5. Install four new bolts (4) and torque according to Appendix B.
6. Safety wire the bolt heads according to the “Safety Wiring Hardware” instructions
in Appendix C-4.
7. Coat the camshaft with 50-weight aviation engine oil.


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Component Assembly
16-8.2. Crankshaft Assembly
1. Place the crankshaft in a V-block fixture under the front and rear main journals on a
workbench.
CAUTION: Do not heat the gear cluster more than 10 minutes.
2. Using a uniform heating method (not a torch), heat the crankshaft gear cluster
(Figure 16-20) (9) to 300ºF (149ºC) for five to ten minutes. Heating the gear is
necessary for a shrink fit installation.
3. While the gear is still hot, align the gear dowel hole with the crankshaft dowel and
install the gear cluster on the crankshaft.
4. Fasten the gear assembly (9) to the crankshaft using four new drilled head screws
(10). Torque the screws in a criss-cross pattern to Appendix B specifications and
safety wire the drilled head screws (10) according to the “Safety Wiring Hardware”
5. Install the connecting rod and new connecting rod bearings (7) according to the
“Connecting Rod and Bearing Assembly” instructions in Section 16-8.3.

1 Crankshaft Assembly 6 Nut 11 Thrust Washer 16 Retainer Plate
2 Connecting Rod Assembly 7 Bearing 12 Main Bearing 17 Connecting Rod & Cap Assy
3 Bolt 8 Dowel 13 Main Bearing
4 Bushing 9 Crankshaft Gear Cluster 14 Seal
5 Bolt 10 Screw 15 Spring

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Component Assembly
16-8.3. Connecting Rod and Bearing Assembly
1. Place a sheet of crocus cloth on a flat surface plate and dampen the cloth with
solvent.
2. Inspect the parting surfaces, bolt holes and bolt hole edges to ensure there are no
nicks, burrs, or sharp edges. Lightly rub the parting surface of the cap and rod across
the crocus cloth to remove any burrs or nicks.
3. Original connecting rods have a position number stamped on the end cap and rod
bolt boss. Check new connecting rod for the correct position number, 1 through 4 as
applicable, vibro-etched in the location shown in Figure 16-21. Mark replacement
connecting rods to match the position of the connecting rod being replaced.
Figure 16-21. Connecting Rod Position Number

4. Install a new connecting rod bearing in each connecting rod and cap. Ensure the
bearing ends project the same distance and the parting surfaces mate properly.
5. Look closely for metal shavings from the bearing back on to the parting surface
during installation. Remove the metal shavings.
6. Coat the new connecting rod bolt with clean 50-weight aviation engine oil.
7. Align the matching numbers on the connecting rod and cap and install the new bolts
into the connecting rod. Do not force the bolts through the cap or rod bolt holes. The
connecting rod and cap must seat properly and completely. Both bolt heads must
completely seat against the connecting rod cap seats with no more than hand
pressure. Discard and replace any connecting rod assembly requiring more than
hand pressure to seat the connecting rod, caps and bolts.
a. Inspect the connecting rod assembly for correct fit.
b. Ensure the new connecting rod bearings are properly seated.
c. Remove the connecting bolts and separate the connecting rod and cap.
d. Repeat for each connecting rod.
8. Lubricate each connecting rod cap and bearing with 50 wt aviation engine oil and
install each rod, cap and bearing assembly at the correct crankshaft position with the

31 October 2011
Component Assembly
numbers on top when odd number rods are extended to the right and even number
rods are to the left when viewing the crankshaft from the rear (gear end) forward.
9. Lubricate the new connecting rod bolt threads and new spiral lock nut using clean 50
weight aviation engine oil.
10. Secure connecting rods and connecting rod caps with new connecting rod bolt and
new spiral lock nut. Torque the fasteners according to Appendix B.
11. Check connecting rod to crankshaft pin end clearance according to Appendix D
specifications; end clearance must be within Appendix D limits. If the limits are
excessive, recheck the connecting rod and crankshaft part numbers for proper
mating.

31 October 2011
Engine Assembly
Chapter 17.Engine Assembly
17-1. Engine Assembly Sequence
Assemble the engine in the sequential steps listed below, referring to corresponding
sections in this chapter (and specified references) for detailed instructions:
1. Lubricate engine components
2. Assemble the crankcase
3. Install engine cylinders
4. Install oil cooler or oil cooler/filter adapter
5. Torque the engine cylinders and crankcase hardware
6. Install cylinder baffles
7. Install valve train
8. Install cylinder drain tubes
9. Install accessory case
10. Install the starter
11. Install the alternator
12. Install the oil sump
13. Install the (airframe supplied) Exhaust System
14. Install the Induction System
15. Install the Fuel Injection System
16. Install the Engine Low Voltage Harness (partial)
After Engine Installation:

17. Electronic Control Units
18. Connect the Engine Low Voltage Harness to the Airframe
19. Connect the Ignition Harness to the Electronic Control Units

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Engine Assembly
17-1.1. Engine Mounts
The engine mounts are part of the crankcase casting. Install the engine shock mounts
17-1.2. Component Lubrication
WARNING
Lubricate hardware according to instructions in Chapter 3 and
Appendix B. Inspect fasteners for proper plating and thread
form. Verify fastener serviceability and correctly lubricate the
fastener for proper fastener pre-loading and torque
application.
Prior to engine assembly, apply clean 50 weight aviation engine oil liberally to bare steel
surfaces, journals, and bushings, except where special lubricants are required. Section 3-2
includes a comprehensive list of authorized lubricants, sealants and adhesives.
17-2. Crankcase Assembly
17-2.1. Seal and Thread the Crankcase
1. Shake or mix well full strength non-thinned Part No. 654663 gasket sealant.
2. Apply Part No. 654663 to the 2-4 case half in the threaded areas shown in Figure 17-
1. Do not apply Part No. 654663 to the crankshaft nose seal area. The Part No.
654663 gasket sealant should be viscous enough that most of the brush marks
disappear; if not, obtain a fresh container of Part No. 654663. Apply a thin, even
coating of Part No. 654663 using short light brush strokes. Allow the Part No.
654663 to air dry to a tacky condition before threading.
3. Apply a thin translucent coat of Part No. 646942 Gasket Maker not to exceed 0.010
inch thick to 1-3 case half. Apply Gasket Maker in all areas that will mate with areas
where Part No. 654663 was applied on the 2-4 case half, except the through bolt
bosses. Refer to Appendix C-10 for detailed instructions on applying Gasket Maker.
4. Apply grade D silk thread on the 2-4 case half in the locations identified in Figure
17-1. Ensure the free ends of the thread are covered by gaskets except at the nose oil
seal.
NOTE: Cautiously assemble the crankcase halves to prevent dislodging
the silk thread or scraping the Gasket Maker material.
5. Clean the crankcase nose oil seal land with Part No. 653692 Primer and apply a light
coat of Gasket Maker to the flange.

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Engine Assembly
Figure 17-1. Crankcase Sealing and Threading

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Engine Assembly
17-2.2. Drive Train Installation
CAUTION: Do not apply engine oil on the crankshaft bearing
saddles. Main bearing saddles must be dry when installing the
crankshaft main bearings.
1. With the exception of the crankshaft bearing saddles, thoroughly coat the crankcase
journals and camshaft bearing surfaces with clean, 50-weight aviation engine oil:
CAUTION: All parts must be clean and free of debris before the
crankcase can be assembled. Perform the assembly in a clean, dry,
dust-free environment.
2. Install the left (2-4) crankcase half on the engine stand with the open side up.
3. Seal and thread the crankcase according to instructions in Section 17-2.1, “Seal and
Thread the Crankcase.” Place the right 1-3 crankcase half on the bench with the
open side up.
4. Place the right (1-3) crankcase half on the bench with the open side up.
5. Install the starter jack adapter plug (Figure 17-2) (15) according to “Starter Jack
Adapter Preparation” instructions in Section 15-7.9.7.
Figure 17-2. Rear View of Crankcase Studs

6. Install the new crankshaft main bearings (Figure 17-3) (12 & 13) in the crankshaft
bearing saddles on both crankcase halves. Lubricate only the crankshaft side of the
main bearing with clean 50-weight aviation engine oil. Do not lubricate the backside
of the bearing.
7. Apply clean 50-weight aviation engine oil to the thrust washer lands in the
crankcase to prevent the thrust washer halves from falling out during final assembly.

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Engine Assembly
8. With the aid of an assistant, lift the crankshaft assembly by the No. 1 connecting rod
and propeller flange.
9. Have the assistant hold the numbers 3 connecting rod upward; carefully lower the
crankshaft assembly into position.
10. Install new thrust washer halves (11).
11. Ensure the bearing and thrust washer ends project equally and are properly seated in
the lands.
12. Verify the crankshaft nose oil seal (14) split line of the is at the ten or two o'clock
position.
13. The connecting rod position numbers, if properly installed, will be toward the upper
case flange. Carefully place the odd-numbered connecting rods on the upper case
flange.

1 Crankshaft 6 Connecting Rod Nut 11 Thrust Washer 16 Oil Seal Retainer Plate
2 Connecting Rod Assembly 7 Connecting Rod Bearing 12 Crankshaft Main Bearing 17 Connecting Rod & Cap
3 Bolt 8 Dowel 13 Crankshaft Main Bearing
4 Piston Pin Bushing 9 Crankshaft Gear 14 Crankshaft Oil Seal
5 Connecting Rod Bolt 10 Screw 15 Oil Seal Spring
14. Apply clean 50-weight aviation engine oil to the accessory drive gear (Figure 17-4)
(8) and the camshaft assembly (1).

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Engine Assembly

15. Install the accessory drive gear (8) and camshaft assembly (1) into the crankcase.
Align the camshaft and crankshaft timing marks as the gears mesh; Figure 17-5
illustrates properly timed camshaft and crankshaft gears.
16. The No. 1 connecting rod on the crankshaft should be in its fully extended (top dead
center (TDC)) position. It may be necessary to turn the accessory drive gear slightly
to properly seat the camshaft to seat in its bearings.
Figure 17-5. Timing Mark Alignment

17. Measure the camshaft-crankshaft gear backlash. Gear backlash must not be less than
the minimum specified in “Overhaul Dimensional Limits” in Appendix D. (If the

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Engine Assembly
gear backlash is not within tolerance, inspect the gear, camshaft, and crankcase to
determine the cause of non-conformance).
18. Measure the crankshaft end clearance using a dial indicator set at zero against the
propeller flange. The end clearance must conform to the “Overhaul Dimensional
Limits” in Appendix D.
19. Measure the camshaft end clearance to ensure it meets the minimum specification in
Appendix D.
20. Measure the accessory drive gear clearance to ensure it meets Appendix D
minimum specification.
21. Coat the camshaft lobes with Dow Corning G-N Paste.
22. Have the assistant hold the numbers 1 and 3 connecting rod upright and carefully
lower the 1-3 crankcase half onto the 2-4 crankcase half and drive train assembly.
23. Verify the starter jack adapter and thrust washers remained in position during
crankcase half assembly.
24. Lubricate all studs and through-bolts according to the instructions in Section 3-2 and
Appendix B.
WARNING
Failure to lubricate designated fasteners may results in damage
to the crankcase bearing bore, crankshaft bearing, and
crankshaft that can cause engine malfunction or failure.
25. Install the crankcase hardware according to Section 17-2.3, “Crankcase Hardware
Installation”
26. Secure the connecting rods with old cylinder base O-rings (Figure 17-6) or rubber
bands to avoid damage to the cylinder deck.
27. Install the Crankshaft Nose Oil Seal according to instructions in Section 17-4.4
Figure 17-6. Connecting Rod Support

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Engine Assembly
17-2.3. Crankcase Hardware Installation
1. Lubricate all studs and crankcase through-bolts according to the instructions in
Section 3-2 and Appendix B.
WARNING
Lubricate fasteners and apply torque to the crankcase
hardware in the proper sequence. Failure to do so may result in
crankcase damage or engine failure.
NOTE: Positions in this procedure refer to Figure 17-7. Part references
are to Figure 17-8. Unless otherwise noted, snug, but do not torque nuts
during installation. Fasteners will be torqued later.
2. Using an O-ring Installation Tool (Figure 3-14), install five new 7/16-inch X 10.48
through-bolts (Figure 17-8) (13) with new O-rings in Figure 17-7 positions 1, 4, 9,
12 & 17.
3. Install one 7/16-inch X 11.34 inch through-bolt (Figure 17-8) (11) in Figure 17-7
position 20 with a new adapter gasket.
4. Install two new 7/16-inch washers (Figure 17-8) (14) and nuts (16) at Figure 17-7
position 25 and 26.
Figure 17-7. Crankcase Fastener Location

5. If the engine is configured with a belt-driven alternator, install the alternator bracket
with new 7/16-inch washers (Figure 17-8) (14) and nuts (16) at Figure 17-7 position
9 and 12 on the 1-3 side of the engine; proceed to step 7.
6. If the engine is configured without a belt-driven alternator, install new 7/16-inch
washers (Figure 17-8) (14) and nuts (16) at Figure 17-7 position 9 and 12 on the 1-3
side of the engine.
7. Install a 3/8-inch through-bolt (Figure 17-8) (12) at Figure 17-7 position 27.
8. Center the installed through-bolts in the crankcase with a rawhide mallet.

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Engine Assembly
Figure 17-8. IOF-240 Crankcase Fasteners

1 Bolt 11 Through Bolt 21 Lock Washer 31 Lock Washer
2 Bolt 12 Through Bolt 22 Nut 32 Nut
3 Bolt 13 O-Ring 23 Gasket 33 Washer
4 Screw 14 Washer 24 Accessory Cover 34 Lock Washer
5 Washer 15 Spacer 25 Washer 35 Nut
6 Nut 16 Nut 26 Lock Washer 36 Oil Seal Retainer Plate
7 Fuel Distribution Block 17 Gasket Adapter 27 Nut 37 Bolt
8 Plenum Bracket 18 Cam Cover Gasket 28 Gasket 38 Nut
9 Lifting Eye 19 Camshaft Cover 29 Accessory Cover 39 Washer
10 Through Bolt 20 Washer 30 Washer 40 Ground Strap

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Engine Assembly
9. Install 7/16-inch washers (Figure 17-8) (14) and nuts (16) on the through-bolts at
Figure 17-7 positions 17 and 20 on the 2-4 side of the engine.
10. Install and snug attaching hardware (Figure 17-8) (38 & 39) on through-bolt (27).
This hardware will secure the crankcase halves during installation.
11. Install the lifting eye (9), plenum bracket (8), ground strap (40), and the fuel
distribution block and bracket (7) in the indicated positions on the crankcase
backbone.
12. Install the backbone bolts (1 through 4) with washers (5) and nuts (6) in Figure 17-7
positions 34 through 40.
13. Install bolts (Figure 17-8) (2) with washers (5) and nuts (6) in Figure 17-7 positions
28 through 32.
14. Install washers (Figure 17-8) (5) and nuts (6) in Figure 17-7 position 33.

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Engine Assembly

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Engine Assembly
17-3. Cylinder Installation
WARNING
Do not install a cylinder that does not conform to new part limit
dimensional inspection criteria or any other “Overhaul
Inspection and Repair” criteria cited in Chapter 15. Ensure
each cylinder has all of the required new parts and is clean, free
of cracks, nicks, scratches, pitting, and rust before installation.
Apply lubricants properly. Improper use of lubricants can
cause engine malfunction or failure.
Maker or any other sealant on the areas listed above during
1. Gently lower the connecting rods to the crankcase cylinder mounting flange.
2. Lubricate all cylinder through-bolt and deck stud threads with clean 50 weight
aviation engine oil.
3. Carefully rotate the crankshaft until the Nos. 1 and 2 connecting rods are in the
outermost position.
4. Back the number 1 new piston pin (Figure 17-9) (52) out of the cylinder far enough
to allow the new piston (53) to be installed on the connecting rod.
a. Place the No. 1 cylinder and piston (53) on the connecting rod.
b. Align the piston with the connecting rod and slide the piston pin into the
connecting rod.
c. Compress the fourth piston ring with a ring compressor and push the cylinder
until the fourth piston ring is positioned inside the cylinder barrel.
d. Remove the Ring Compressor and push the cylinder assembly against the
crankcase cylinder deck with the stud holes aligned.
e. While supporting the cylinder, install, but do not torque, the cylinder flange nuts
(45 and 46).
5. Repeat step 4.a.- 4.e. for cylinder 2.
6. Rotate the crankshaft to place connecting rod 3 and 4 in their outermost position.
7. Repeat step 4.a.- 4.e. for cylinders 3 and 4.

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Engine Assembly

8. Install the CHT Sensor bayonet adapters:

a. Sparingly apply Part No. 646943 anti-seize compound to four CHT bayonet
adapter (Figure 17-32)(24) threads.
b. Install a CHT bayonet adapter (Figure 17-32) (24) on the underside of each of the
four cylinder heads; torque the CHT bayonet adapters to Appendix B torque
specifications.

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Engine Assembly
17-4. Oil Cooler Adapter Installation
The oil cooler is an airframe component; install according to the airframe manufacturer’s
instructions. The engine may be configured with an oil cooler adapter or an oil cooler/
filter adapter. Follow the instructions in Section 17-4.1 or Section 17-4.2 applicable to the
engine model configuration.
17-4.1. Oil Cooler Adapter Installation

1. Install the oil cooler adapter (Figure 17-10) with a new gasket (1) on the 2-4 (left
side) crankcase half at crankcase through-bolt position (Figure 17-7) 19A and 20.
2. Install 7/16-inch washers (Figure 17-8) (14) and nuts (16) on through-bolt position
(Figure 17-7) 20.
3. Install plain washers (7), new lock washers (8) and nuts (9) on the fasteners at
position 19A.
4. Safety wire the oil temperature control valve to an adjacent fastener according to the
instructions in Appendix C-4


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Engine Assembly
17-4.2. Oil Cooler/Filter Adapter Installation
1. Install the oil cooler/filter adapter (Figure 17-11) with a new gasket (1) on the 2-4
(left side) crankcase half at crankcase through-bolt position (Figure 17-7) 19A & 20.
2. Install 7/16-inch washers (Figure 17-8) (14) and nuts (16) on through-bolt position
(Figure 17-7) 20.
3. Install plain washers (5), new lock washers (6) and nuts (7) on the fasteners at
position 19A.
4. Safety wire the oil temperature control valve to an adjacent fastener according to the
instructions in Appendix C-4


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Engine Assembly
17-4.3. Cylinder and Crankcase Torque
Before torquing the crankcase, use a straight edge to confirm the rear crankcase halves are
flush. While the crankcase halves are loose, the fit may be adjusted with a mallet. DO
NOT proceed with final torque unless the crankcase halves are flush. Crankcase and
cylinder torque requires two people. The hardware is torqued in two stages; first in a
preliminary torque sequence, then a final torque sequence.
WARNING
Torque values specified for engine assembly are for use with
clean nuts, bolts and studs with threads that are free of damage,
distortion which have been pre-lubricated with clean 50-weight
aviation engine oil prior to assembly. The torque wrench must
be currently calibrated and traceable to the National Bureau of
Standards. Incorrect through-bolt and deck stud torque may
result in subsequent engine malfunction and failure.
1. After all cylinders and crankcase hardware are installed, torque the crankcase
fasteners in the alternating pattern depicted in Figure 17-7 to fifty percent (½) of the
rated torque in Appendix B with an assistant.

2. After tightening all bolts to the preliminary torque, repeat the sequence in Figure 17-
7 with the torque wrench set to the final torque value specified in Appendix B.

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Engine Assembly
17-4.4. Crankshaft Nose Oil Seal Installation
WARNING
CAUTION: Use care to avoid displacement or damage to the
crankshaft nose seal and silk thread.
1. Spray Part No. 653692 primer on the oil seal counterbore and allow it to dry for one
(1) to two (2) minutes.
2. Apply a thin translucent coat of Part No. 646942 Gasket Maker on the wall of the oil
seal counterbore according to instructions in Appendix C.
3. Using thumb pressure, work the seal into the crankcase counterbore with the oil seal
split line positioned at the 10 or 2 o'clock position. After the seal is in place, wipe
any remaining oil from the seal and crankshaft.

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Engine Assembly
17-5. Miscellaneous Crankcase Hardware Installation
4. Apply Part No. 646941 adhesive to the oil seal bolts (Figure 17-8) (37).
5. Apply Part No. 653693 primer to the crankcase oil seal retainer plate (36) bolt holes.
Install the crankshaft oil seal retainer plate (36) and secure with bolts (37); torque
the bolts (37) to Appendix B specifications.
6. Install the camshaft cover (19) with a new camshaft cover gasket (18) and secure
with washers (20), new lock washers (21), and nuts (22). Torque the nuts (22) to

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Engine Assembly

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Engine Assembly
17-6. Cylinder Baffle Installation
1. Position the baffle assemblies (Figure 17-12) (5 & 7) and supports (4 & 4a) on the
cylinders.
2. Secure the baffles (5 & 7) to the supports (4 & 4A) with washers (3) and bolts (2).
Do not tighten the bolts (2) at this time.
3. Install the baffle assemblies (8 & 11) between the cylinders and secure with washers
(3) and bolts (1). Do not tighten bolts (1) at this time.
4. Install the baffle supports (6) between the cylinders and secure baffle assemblies (8
& 11) using new springs (9) and baffle fasteners (10).
5. Verify the interconnecting baffle grooves are in place and torque the bolts (1 and 2)
to Appendix B torque specifications.

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Engine Assembly
Figure 17-12. Cylinder Baffles

1 Bolt 4 Baffle Support 6 Baffle Support 9 Spring
2 Bolt 4A Baffle Support 7 Baffle Assembly-Cylinders 2 & 3 10 Baffle Fastener
3 Washer 5 Baffle Assembly-Cylinders 1 & 4 8 Baffle Assembly-Cylinders 2 & 4 11 Baffle Assembly-Cylinders 1 & 3

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Engine Assembly
17-6.1. Valve Train Installation
NOTE: Hydraulic intake and exhaust valve tappets (lifters) (Figure 17-9)
(45) must be replaced with new units at engine overhaul.
1. Lubricate hydraulic valve tappet faces with Molykote, Dow Corning® G-N Paste, or
equivalent. Lubricate the tappets with clean 50-weight aviation engine oil.
NOTE: Hydraulic tappets are smooth on one end and cupped on the other.
The smooth end goes in the tappet guide first; the push rod will rest in the
cupped end of the hydraulic tappet.
2. Install new hydraulic tappets (face (flat side) first) into the forward and aft tappet
guides.
3. Using a Ideal Aviation Part No. 68-3IA Pushrod Spring Compressor, or equivalent,
compress a new pushrod tube spring (Figure 17-9) (37) on the end of the pushrod
housing followed with a new packing (39) between two steel washers (38) on the
crankcase end of the push rod housing (35).
Figure 17-13. Installing the Pushrod Housing

4. While the spring (37) is compressed, align the pushrod housing with the crankcase
tappet bore and slide a new O-ring seal (36) on the cylinder end of the pushrod
housing.
5. Raise the free end of the pushrod housing until it aligns with the pushrod tube bore
in the cylinder head.
6. Slowly release pressure on the pushrod spring until the pushrod housing enters the
cylinder bore. Remove the Pushrod Spring Compressor Tool. Verify the o-ring seal
(36) is properly seated.
7. Place the engine upright.

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Engine Assembly
8. Lubricate the pushrods (40) with clean 50 weight aviation engine oil and install
through the cylinder openings into the pushrod housings (35).
9. Before installing valve actuating parts on each cylinder, completely bleed the lifters
and close the valves. Turn the crankshaft until the pushrods are at their lowest
position.
10. Lubricate the rocker arm (20), thrust washers (23) and rocker shafts (24) using clean
50 weight aviation engine oil.
11. Install a rocker arm (20) and thrust washer (23) on each rocker shaft (24). (Verify for
proper identification of exhaust and intake rocker arms.)
12. Install the rocker arm assemblies (20, 23 & 24) on each cylinder in correct positions.
13. Install retainers (25) with new tab washers (26) and nuts (27). Torque the nuts (27)

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Engine Assembly
14. Using a feeler gauge, verify the side clearance between the retainers and rocker arms
(Figure 17-14) is between 0.005 and 0.035 inch. If side clearance is too great,
replace the thrust washer with the appropriate oversize thrust washer.
Figure 17-14. Rocker Arm Side Clearance

15. Check the rocker arm-to-retainer clearance (Figure 17-15) with the valve in the
closed position and the foot of the rocker in contact with the valve stem tip. If the
clearance does not conform to the dimensions illustrated in Figure 17-15, refer to the
appropriate “Rocker Arm Bushing Replacement” and/or “Rocker Arm-to-Retainer
Clearance” instructions in Chapter 15 for rocker arm overhaul rework.

16. Measure the dry valve gear lash at the valve tip to the rocker foot and compare with
to ensure the valve lash meets the overhaul limits in Appendix D. Excessive valve
lash may be corrected by replacing the pushrods with authorized oversize units.
CAUTION: Do not realign nut flats to mate with the tab washer.
17. Bend the new tab washers (26) (Figure 17-10) flat up against head of nuts (27)
according to the “Tab Washer Installation” instructions in Section C-5.
18. Install the pushrods (40) and valve actuating mechanism (20 through 27) on
remaining cylinders by repeating the previous steps, starting with lubricating the
pushrods with clean 50 weight aviation engine oil.
19. Install the rocker covers (29) with new gaskets (28), Secure the rocker covers (29)
with screws (30), washers (32) and new lock washers (31). Torque the rocker covers
screws (32) according to Appendix B specifications.

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Engine Assembly

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Engine Assembly
17-6.2. Cylinder Drain Assembly Installation
1. Apply a small amount of Dow Corning® No. 4 to flared ends of the drain tubes (41)
(Figure 17-9) and install new seals (42). Wipe off excess Dow Corning® No. 4.
2. Coat only the male-tapered threads of the fittings (19) with Loctite Pipe Sealant with
Teflon P S/T.
3. Install the fittings (19) in the cylinders and torque to Appendix B specifications.
4. Install the cylinder drain tubes (41) on the cylinders. Torque the drain tube “B” nuts
5. Install the drain check valve (46) on the open fitting in the center of the drain tube
(41). Support the drain tube with a backup wrench and torque the check valve to

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Engine Assembly

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Engine Assembly
17-7. Accessory Case Installation
NOTE: The oil pump, oil suction tube and the oil pressure relief valve
assembly were installed in Chapter 16.
1. Lubricate the accessory case stud threads with clean 50 weight aviation engine oil.
2. Apply Part No. 642188 (Copper Coat) to only the crankcase side of the new
accessory case gasket (Figure 17-16) (3).
3. Install the new accessory case gasket (3) on the crankcase studs.
4. If using the oil sump with the optional oil filler extension, install the bracket (Figure
17-26) (16) (the oil sump will be installed later) on the stud parallel with the starter
mounting stud on the 1-3 (right) side of the accessory case.
5. Secure the accessory case to the crankcase studs with eight sets of washers (Figure
17-16) (13), new lock washers (14) and nuts (15) on the studs.
Figure 17-16. Accessory Case without Oil Filter Adapter

see page 17-31 for figure index

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Engine Assembly
6. Verify the accessory case mates flush with the crankcase and torque the nuts (15) on
the accessory case perimeter in the sequence illustrated in Figure 17-17 to ½ the
torque limit specified in Appendix B.
Figure 17-17. Accessory Case Torque Sequence

7. Repeat the torque sequence in Figure 17-17 with the torque wrench set to the final
fastener torque limit specified in Appendix B.
CAUTION: Do not cut or scratch the mounting flange surface.
8. Remove excess gasket material protruding from the bottom section of the accessory
case and oil sump mating surface with a utility knife.
9. Install a magneto pad cover (Figure 17-16) (27) with a new gasket (21) on the 1-3
side magneto pad on the rear of the accessory case and secure with retainer washers
(20), new lock washers (14), and nuts (15). Torque the nuts (15) to Appendix B
specifications.
NOTE: For the accessory case with a cover on the oil filter adapter pad
installation instructions, proceed to Section 17-7.1. For the accessory case
with an outboard offset oil filter adapter installation instructions, proceed
to Section 17-7.2. For the accessory case with an inboard offset oil filter
adapter installation instructions, proceed to Section 17-7.3.

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Engine Assembly
17-7.1. Accessory Case Installation without Oil Filter Adapter

NOTE: Some engine models accessory case assemblies use a gasket on
the oil filter adapter pad cover, others use silk thread.
1. Install the common accessory case components according to the instructions in
Section 17-7.
2. Install the oil filter adapter pad cover:
For engine models with silk thread on the oil screen housing mounting pad:
a. Apply Part No. 654663 adhesive to the accessory case oil screen housing
mounting pad in the area marked in Figure 17-18. Allow the adhesive to air dry
to a tacky condition before applying thread.
Figure 17-18. Oil Screen Pad Silk Thread

b. Apply a translucent coat of Gasket Maker to the oil screen housing mounting pad
cover mating surface.
c. When the Part No. 654663 is tacky to light finger pressure, apply grade D silk
thread in the location shown in Figure 17-18. Cross the free ends of the thread at
the 11 o’clock position.
OR for engine models with an oil screen cover gasket:

a. Apply a translucent coat of Gasket Maker to the accessory case oil screen
housing mounting pad and the oil screen mounting pad cover.
b. Align a new gasket (Figure 17-16) (15) with the studs and press the gasket into
place.
NOTE: The inboard and outboard oil screen housing cover hardware
3. Install the oil screen mounting pad cover (Figure 17-16) (22) on the oil screen
housing mounting pad and secure it with a washer, (18), new lock washer (16) and
nut (17) on the inboard stud threads. Install new seal washers (11), followed by a
ground strap (Figure 17-32) (25), washers (Figure 17-16) (13), new lock washers
(14) and nuts (15) on the outboard stud threads. Torque the nuts (15 & 17) to
Appendix B torque specifications.

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Engine Assembly
4. Install the tach drive adapter (Figure 17-16) (12) (if equipped, or cover) with a new
gasket (12) using washers (18) and new self-locking nuts (19). Torque the new self-
locking nuts (19) to Appendix B torque specifications.

4 O-Ring 12 Alternator Gasket 20 Magneto Hold-Down Washer

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Engine Assembly
17-7.2. Accessory Case Installation with Inboard Offset Oil Filter Adapter
Section 17-7.
2. Apply a translucent coat of Part No. 646942 Gasket Maker to the accessory case oil
screen housing mounting pad and the oil filter adapter (Figure 17-19) (22) mating
surface. Align the new gasket (11) with the studs and press the gasket into place.
3. Install the oil filter adapter (22) on the oil screen housing mounting pad. Install a
ground strap (Figure 17-32) (25) on one of the outboard mounting studs. Secure the
oil filter adapter and ground strap with a washer, (Figure 17-19) (18), new lock
washer (16) and nut (17) on the inboard stud threads. Install washers (13), new lock
washers (14) and nuts (15) on the outboard stud threads. Torque the nuts (15 & 17)
4. Install the tach drive adapter cover (23) with a new gasket (12) using washers (18)
and new self-locking nuts (19). Torque the new self-locking nuts (19) to Appendix B
torque specifications.
5. Sparingly apply Dow Corning® No. 4 to a new oil filter rubber seal. Install a new oil
filter (25) on the oil filter adapter. Torque the filter to Appendix B specification and
safety wire the oil filter according to the “Safety Wiring Hardware” instructions in
Appendix C-4.

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Engine Assembly
Figure 17-19. Accessory Case with Inboard Offset Oil Cooler

2 Studded Crankcase Cover 10 Oil Suction Tube Assembly 18 Washer 26 Alternator Pad Cover
3 Crankcase Cover Gasket 11 Gasket 19 Lock Nut 27 Lock Nut
4 O-Ring 12 Alternator Gasket 20 Retainer Washer 28 Magneto Pad Cover
7 Oil Press. Relief Valve Spring 15 Nut 23 Tachometer Adapter Cover

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Engine Assembly
17-7.3. Accessory Case Installation with Outboard Offset Oil Filter Adapter
Section 17-7.
2. Apply a translucent coat of Part No. 646942 Gasket Maker to the accessory case oil
screen housing mounting pad and the oil filter adapter (Figure 17-20) (22) mating
surface. Align the new gasket (11) with the studs and press the gasket into place.
3. Install the oil filter adapter (22) on the oil screen housing mounting pad. Install a
ground strap (Figure 17-32) (25) on one of the outboard mounting studs. Secure the
oil filter adapter and ground strap with a washer, (Figure 17-19) (18), new lock
washer (16) and nut (17) on the inboard stud threads. Install washers (13), new lock
washers (14) and nuts (15) on the outboard stud threads. Torque the nuts (15 & 17)
4. Install the tach drive adapter (23) with a new gasket (12) using washers (18) and
new self-locking nuts (19). Torque the new self-locking nuts (19) to Appendix B
torque specifications.
5. Sparingly apply Dow Corning® No. 4 to a new oil filter rubber seal. Install a new oil
filter (25) on the oil filter adapter. Torque the filter to Appendix B specification and
safety wire the oil filter to an adjacent fastener according to the “Safety Wiring
Hardware” instructions in Appendix C-4.

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Engine Assembly
Figure 17-20. Accessory Case with Outboard Offset Oil Cooler

2 Studded Crankcase Cover 10 Oil Suction Tube Assembly 18 Washer 26 Oil Flange Seal
3 Crankcase Cover Gasket 11 Gasket 19 Lock Nut 27 Magneto Pad Cover

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Engine Assembly
17-8. Starter Installation
1. Apply a thin translucent coat of Part No. 646942 Gasket Maker sparingly to the
mating surface of the accessory case and new gasket (Figure 17-16) (1).
2. Install a new gasket (1) on the accessory case.
3. Align the starter gear with the crankshaft gear and install the starter motor on the
flange at the top of the aft side of the accessory case with the following hardware.
Install a bolt (7), new lock washer (4) and washer (6) through the aft lifting eye,
followed by two more washers (6). Insert the end of the bolt through the crankcase
and accessory case into the threaded bosses in the top of the starter assembly.
4. Place a washer (3), lock washer (4) and nut (6) on the studs on each side of the
starter. Install a spacer (8), washer (3), lock washer (4) and nut (6) on the stud at the
bottom of the starter; torque the fasteners (5 & 7) to Appendix B torque
specifications.
Figure 17-21. Starter

1 Gasket 5 Nut
3 Washer 7 Bolt

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Engine Assembly
17-9. Alternator Installation
The IOF-240 may utilize a direct drive or belt-driven alternator. Follow the appropriate
instructions for the engine model configuration.
17-9.1. Direct Drive Alternator Installation

NOTE: The alternator gasket Figure 17-22 (1) was installed with the tach
drive adapter (or cover) in Section 17-7.
1. Install the alternator (Figure 17-22) (4) on accessory case studs with new gasket (1).
CAUTION: Forcing the alternator installation may damage gear
teeth or can cause mount lug failure. If interference exists, inspect
the mounting studs; replace bent studs.
NOTE: Verify the alternator pilot enters the accessory case pilot bore
squarely. Turn the hub assembly slightly to align gear teeth.
2. Verify the alternator enters the crankcase without binding and the mounting flange
seats properly against the accessory case. Do not force the alternator into position. If
there is stud interference with the mounting lug holes while mounting the alternator,
do not force the alternator over the studs.
3. If a ground strap was removed from the alternator during disassembly, reinstall the
ground strap at this time. Secure the alternator with washers (3) and nuts (4). Torque
the nuts (4) to Appendix B torque specifications.


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Engine Assembly
17-9.1.1. Belt-Driven Alternator Installation
1. Align the drive sheave (Figure 17-23) (13) on the front of the propeller shaft. Align
two split sheaves (14) with the edge of the propeller flange and the drive sheave.
Secure the sheave assembly with six screws (15), and nuts (16). Torque the fasteners
(15 & 16) to Appendix B specifications.
2. Install the tension adjustment bracket (7) with a new lock washer (8) and bolt (9) at
the lower mounting point on the alternator bracket (2); do not tighten the bolt (9) at
this time.
3. Mount the alternator (1) on the bracket (2); with a pivot bolt (4), washer (5) and nut
(6).
Figure 17-23. Belt Drive Alternator Assembly

1 Alternator 5 Washer 9 Bolt 13 Sheave
2 Mounting Bracket 6 Nut 10 Washer 14 Split Sheave
3 Spacer 7 Adjustable Bracket 11 Lock Washer 15 Screw
4 Bolt 8 Lock Washer 12 Bolt 16 Nut

31 October 2011
Engine Assembly
4. Raise the tension adjustment bracket (7) and alternator (1) until the mounting holes
align; loosely install a bolt (12), and washer (10) through the bracket and in to the
alternator (1) threaded mounting boss.
5. Check the drive sheave (13 & 14) alignment with a straightedge. Misalignment of
the sheaves may indicate an incorrect installation or damaged hardware. Inspect and
correct the installation prior to belt installation.
6. Install the alternator drive belt (11) and adjust drive belt tension according to the
airframe manufacturer’s instructions. When drive belt tension is properly adjusted,
torque the adjustment (9 & 12) and pivot fasteners (4) to Appendix B specifications.
7. Safety wire the adjustment bolt to the slot in the adjustment bracket (7) according to
Appendix C-4 instructions.
Figure 17-24. Belt-Driven Alternator Installation

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Engine Assembly
17-10. Oil Sump Installation
1. Install a new signal conditioner (Figure 17-32) (part of 4) on the 2-4 side of the
accessory case with a new gasket (Figure 17-16) (21). Secure the signal conditioner
with retainer washers (20), new lock washers (19), and nuts (18). Torque the nuts
(18) to Appendix B specifications.
2. Insert dowel sleeves (24) in two of the speed sensor bolt holes, 180° apart. Sandwich
the speed sensor and dowel sleeves between two new oil sump gaskets (1). Align the
speed sensor, with dowel sleeves with the crankcase mounting flange studs.
3. Invert the engine on the stand. Apply a thin translucent coat of Part No. 646942
Gasket Maker to the crankcase oil sump mounting flange, both faces of the Speed
Sensor Assembly (Figure 17-32) (4), and the oil sump (Figure 17-26) (2) flange.
Allow the Gasket Maker to dry until it is tacky to finger pressure.
4. Sandwich the speed sensor between two new oil sump gaskets (1). Align the speed
sensor bolt holes with the crankcase oil sump mounting flange studs.
5. Install the spacer (20) on the lower crankcase oil sump to engine mount leg bracket
stud. Install the oil sump (2) on the crankcase studs, aligning the oil sump to engine
mount leg bracket with the crankcase stud. Secure the sump with plain washers (6)
and new self-locking nuts (7). Do not torque the new nuts (7) yet.
6. Torque the new self-locking nuts (7) to ½ the torque value specified in Appendix B,
in the sequence illustrated in Figure 17-25.
Figure 17-25. Oil Sump Torque Sequence

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Engine Assembly
Figure 17-26. Oil Sump

1 Oil Sump Gasket 9 Self-locking Nut 17 Self-locking Nut
2 Oil Sump 10 Clamp 18 Plug
3 Copper Gasket 11 Hose 19 Air/Oil Separator
4 Oil Drain Plug 12 Oil Filler Neck Extension 20 Spacer
5 Oil Gauge Rod 13 Clamp 21 Dowel Sleeves
6 Plain Washer 14 Washer 22 Washer
7 Self-locking Nut 15 Screw 23 Screw
8 Plain Washer 16 Bracket
7. Verify the oil sump tightens evenly to the crankcase mounting flange.
8. Torque the self-locking nuts (Figure 17-26) (7) in the sequence illustrated in Figure
17-25 to the final torque value specified in Appendix B.
9. Install a new ground strap (21) with a bolt (23) and washer (22) in the tapped holes
in the body of the speed sensor.

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Engine Assembly
10. Attach the loose end of the ground strap (Figure 17-32) (21) to the lower stud of the
accessory cover on the accessory case, above the oil sump. Torque the fasteners at
both end of the ground wire to Appendix B specifications.
11. Install washers (Figure 17-26) (8) and new self-locking nuts (9) on the oil sump-to-
engine mount leg bracket. Torque the new self-locking nut (9) to Appendix B
specifications.
12. If using the oil sump with the optional oil filler extension, place a clamp (10) on the
oil sump portion of the filler neck. Install a new hose (11) and remaining clamp (10).
Install the oil filler neck extension (12) in the hose (11) and position the clamps (10)
evenly. Install brackets (13 & 16) and attaching hardware (14, 15, and 17). Torque
nuts and bolts (15 & 17) and clamps (10) to Appendix B specifications.
13. Install the plug (18) in the threaded hole adjacent to the oil sump fill neck.
14. Install the oil drain plug (4) with a new gasket (3) in the bottom of oil sump. Torque
the plug (4) to Appendix B specifications.
15. Safety wire the oil drain plug according to the “Safety Wiring Hardware”
16. Install the oil gauge rod (5) with a new gasket in the oil sump filler neck.

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Engine Assembly
17-11. Exhaust System Installation

Install the exhaust system according to the airframe manufacturer's instructions.

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Engine Assembly
17-12. Induction System Installation
1. Sparingly apply Part No. 646943 anti-seize lubricant to all except the first two
threads of the plugs (Figure 17-27) (24) and the pipe threads of new (Figure 17-32)
(10) Manifold Air Pressure (MAP) Sensors. Do not apply the anti-seize to the first
two threads of the sensor.
2. Install the plugs (Figure 17-27) (24) and new MAP Sensors (Figure 17-32) (25) in
the plenum (2). Torque the plugs and MAP Sensors to Appendix B specifications.
3. Using a new gasket (2), install the throttle and control assembly on the plenum (1).
Secure the throttle assembly to the plenum with washers (21), new lock washers (11)
and nuts (12). Torque the nuts (12) to Appendix B specifications.
4. Place new gaskets (13) on the cylinder intake flanges.
5. Loosely assemble the induction tubes (16) and induction tube flanges (17) with the
plenum (2) using new hoses (15) and clamp assemblies (14). Refer to Appendix C
for instructions on installing hoses.
6. With the aid of an assistant, place the intake manifold spider assembly on top of the
engine.
7. Adjust the induction tube orientation to permit the assembly to seat squarely on the
respective cylinder flanges. Straddle the induction hoses evenly over the beads on
the induction tubes and plenum without twisting the hoses.
CAUTION: When the clamps are properly positioned, the induction
tube beads will be positioned inside the clamp. Failure to install the
induction hoses and clamps properly will lead to induction system
leaks and subsequent degraded engine performance.
8. Secure the induction tubes with plain washers (18), new lock washers (19), and nuts
(20). Torque the nuts (20) to Appendix B specifications.
9. Verify the induction tubes are evenly placed over the indiction tube and plenum
connections and torque the clamps (14) to Appendix B specifications.
10. Insert a bolt (5) with washer (6) and FADEC ground strap (Figure 17-32) (25)
through the plenum mounting boss. Add two washers (Figure 17-27) (7), a spacer
(8) and sleeve (9) above the bracket, followed by a spacer, washer (7), a new lock
washer (11) and nut (12) below the bracket. Torque the nut (12) and bolt (5) to
11. Install the throttle cable bracket (3) in the upper boss on the 1-3 side of the plenum
with an new tab washer (22) and bolt (23). Torque the bolt (23) to Appendix B
specifications and secure the bolt (23) with the ears of the tab washer (22) according
to Appendix C-3 instructions.

31 October 2011
Engine Assembly
Figure 17-27. Induction System

1 Plenum 7 Washer 13 Gasket 19 Lock Washer
2 Gasket 8 Spacer 14 Clamp 20 Nut
3 Bracket, Throttle Cable 9 Sleeve 15 Hose 21 Washer
4 Stud 10 Bracket 16 Induction Tube 22 Washer
5 Bolt 11 Lock Washer 17 Flange 23 Bolt
6 Washer 12 Nut 18 Washer 24 Plug

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Engine Assembly
17-13. Fuel Injection System Installation
NOTE: Install only new fuel injectors during engine overhaul/re-
assembly. Do not attempt to overhaul FADEC fuel injectors.
1. Apply Molyshield Grease to a new fuel pump drive shaft (Figure 17-29) (6).
2. Install the new drive shaft (6) in the fuel pump (2).
3. Install a new fuel pump gasket (7) on the fuel pump.
4. Lubricate the fuel pump cavity with clean 50-weight aviation engine oil.
5. Install the fuel pump (2) on the crankcase with plain washers (23), new lock washers
(22) and nuts (21); torque the nuts (21) to Appendix B specifications.
6. Flush the new fuel hoses (14, 13 & 15) with Stoddard solvent to purge the new fuel
hoses. Flow the solvent through a white paper filter and catch the fluid in an
appropriate container. Continue to flush with the Stoddard solvent until there are no
particles evident.
NOTE: The fuel filter must be installed with the arrow (engraved in the
housing) pointing in the direction of flow for proper operation. Position
the filter on the bracket so the arrow points in the direction of flow to the
fuel distribution block.
Figure 17-28. Filter Orientation

7. Install the new fuel filter assembly (5), with the arrow pointing in the direction of
fuel flow (Figure 17-28) on the bracket (Figure 17-29) (29) with a screw (30), new
lock washer (33), and washer (31). Torque the screw (30) to Appendix B
specifications.
8. Install the assembled fuel filter (5) and bracket (29) on the #4 cylinder inter-cylinder
baffle with a screw (32) and new lock washer (33); torque the screw (33) to
9. Install a new flushed fuel hose (13) between the fuel distribution block (4) and the
fuel filter (5).

31 October 2011
Engine Assembly

10. Install a new flushed fuel hose (14) between the fuel filter (5) and the fuel pump (2)
outlet fitting. Torque the hose “B” nuts to Appendix B specifications.

31 October 2011
Engine Assembly
11. Install the new diverter valve (8) assembly on the aft side of the #1 cylinder
induction tube with two band clamps. Torque the clamps to Appendix B
specifications.
12. Install a new flushed fuel hose (15) between the new fuel distribution block (4)
fuel return (front of diverter valve) fitting and the new diverter valve (8) assembly
inlet fitting (17).
13. Connect the diverter valve fuel outlet connection to the diverter valve outlet
connection (18) and the tee fitting (19). Place protective caps on the open
connections of the tee fitting.
14. Flush the fuel tube assemblies (9 through 12) with Stoddard solvent. Pay particular
attention to the cleanliness inside the “B” nut. Flow the solvent through a white
paper filter and catch the fluid in an appropriate container. Flush until there are no
particles evident. Fuel lines must be free of all particulate and debris.
NOTE: Each FADEC fuel injector is controlled by a coil (part of the
engine low voltage harness) which surrounds the base of the fuel injector.
The fuel lines cannot be connected until after the fuel injector coils are
installed in Section 17-13.
15. Remove the protective cap from the tapered end of four new fuel injectors (Figure
17-32)(16). Leave the shipping cap in place on the top of the fuel injectors.
16. Apply small amount of Part No. 646943 anti-seize compound to all except the first
two tapered threads (Figure 17-30) of the fuel injectors (Figure 17-32) (16).
17. Thread the fuel injector nozzles into the cylinder head by hand until finger tight.
Torque the fuel injector nozzles to Appendix B specifications with an Ideal Aviation
Part No. 8168-IA Injector Nozzle Removal/Insertion Tool (“Special Tools” in
Section 3-1).
Apply anti-seize
Do not apply anti-seize compound sparingly
compound to the first two to threads
threads
Figure 17-30. Fuel Injector Anti-Seize Lubricant Application

18. Install the respective fuel line assemblies (9 through 12) in the fuel distribution
block (4); orient the lines to connect to the corresponding cylinder number fuel
injectors. Do not connect the fuel lines to the fuel injector at this time. Place a
protective plug in the fuel line “B” nut.
19. Sparingly apply Anti-seize lubricant (Figure 17-30) to the all except the first two
tapered threads of two new fuel pressure sensors (Figure 17-32)(9). Install the new

31 October 2011
Engine Assembly
fuel pressure sensors in the fuel distribution block (Figure 17-29) (4); torque the fuel
pressure sensors to Appendix B torque specifications.
20. Torque the fuel line (9 through 12) “B” nuts at the fuel distribution block (4) to
Appendix B torque specifications.

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Engine Assembly
17-14. Engine Low Voltage Harness Installation
The engine low voltage harness (Figure 17-32) connects essential components of the
FADEC System to the ECUs. Sensors are hard wired to the harness, except for the speed
sensor array (SSA) and pressure sensors. When all connectors are properly routed
connected, refer to “Harness Routing” in Appendix C to complete the harness installation.
CAUTION: The engine low voltage harness is shipped with

protective covers installed on all connectors to prevent damage and
contamination. Remove the covers at the time of installation.
1. Unwind the engine low voltage harness over the engine; place the sensors or
connectors as close to their installed positions as practical. Route the wiring bundles
to minimize stress and tangling at stalks of the wiring bundle. Follow the “Harness
Routing” precautions in Appendix C-13 when routing the harness.
2. Connect the Manifold Air Pressure sensor wiring.
NOTE: The MAP sensors are redundant inputs. P11 and P12 can connect
to either sensor.
a. Locate the MAP sensor connections (P11 or P12) on the engine low voltage
harness.
b. Align the connector (P11 or P12) pins with the Manifold Air Pressure (MAP)
sensors on the plenum.
c. Push the harness connector on the sensor connector while twisting the lock ring
clockwise. The connector lock ring will “snap” into its final position allowing no
further rotation.
3. Install the Manifold Air Temperature sensor.
a. Locate the two tagged MAT sensors hard-wired to the engine low voltage
harness.
b. Mark the sensor body ½-inch (Figure 17-31) from the sensor/lead wire transition.
Figure 17-31. Marking the MAT Sensor

c. Slide the compression fitting nut onto the sensor body followed by the ferrule.

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Engine Assembly
d. Insert the MAT sensor into the compression fitting on the induction manifold.
Thread the nut on to the fitting until finger tight. Adjust the probe depth so the
mark made in step 3.b. is visible at the outboard edge of the nut.
e. While holding the MAT sensor body in position, torque the compression fitting
nut to Appendix B specifications.
f. Repeat steps a.-e. for the second MAT sensor.

2 Electronic Control Unit #1 10 Sensor 18 Washer 26 Cable Tie

31 October 2011
Engine Assembly
4. Install the Cylinder Head Temperature (CHT) sensor.
CAUTION: Each CHT sensor is identified and designated for a
specific cylinder. Failure to install the CHT sensors on the correct
a. Locate the four tagged CHT connections on the engine low voltage harness.
b. Route each tagged CHT bayonet connector to the respective cylinder head.
c. Insert the temperature probe into the bayonet fitting () on the cylinder head.
d. Align the male and female bayonet fittings; compress the backshell and spring
until fully seated on the female fitting and turn clockwise ¼ turn until it clicks in
place. Verify the pins are securely resting in the backshell latch.
5. Connect the fuel pressure sensor wiring.
a. Locate the labeled fuel pressure sensor connections (P9 and P10) on the engine
low voltage harness.
NOTE: Fuel pressure sensors are redundant. P9 and P10 can connect to
either sensor.
b. Align the connector pins with the fuel pressure sensors on the fuel distribution
block.
c. Push the harness connector on to the mating sensor connector while twisting the
lock ring clockwise. The connector lock ring will “snap” into its final position
allowing no further rotation.
6. Connect the signal conditioner cables.
a. Clean the two 25-pin connector (J3 and J4) header shells.
b. Install two new sealant strips on the signal conditioner 25-pin connectors; trim
the excess from the edges.
c. Install new EMI gaskets on the header shell for each connector.
d. Use a small applicator (cotton swab) to cover the outer rim of the 25-pin header
with a light coat of Dow Corning #4 Electrical Silicone Grease.
e. Align the engine low voltage harness P3 25-pin connector with J3 on the signal
conditioner. Firmly press the connector in place. Tighten the two fasteners evenly
to prevent pin damage; torque the connector to Appendix B torque specifications;
safety wire the two fasteners according to the “Safety Wiring Hardware”
f. Repeat step e for the P4 to J4 connection on the signal conditioner.
7. Install a 120# nylon cable tie around each 25-pin connector backshell and the signal
conditioner housing safety tab (shown in Figure 17-33). The cable tie should rest
just behind the widest portion of the connector backshell, forward of the ears on the
safety tab. Trim the excess cable tie length after tightening.

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Engine Assembly
Figure 17-33. Signal Conditioner Connections

8. Install the Exhaust Gas Temperature (EGT) sensors.
CAUTION: If the excess portion of the steel band clamp comes in
contact with the EGT sensor body, permanent damage could result.
The EGT sensors are installed in the exhaust pipes. If the exhaust system was replaced
during overhaul, prepare the airframe manufacturer-supplied exhaust replacement exhaust
according to Figure 17-34 and deburr the holes.
Figure 17-34. EGT Placement

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Engine Assembly
a. Route the EGT sensors for Cylinders 1-3 from the rear of the engine to the lower
right-hand quadrant of the engine and onto each sensor's respective cylinder.
Route the EGT sensors for Cylinders 2-4 from the rear of the engine to the lower
left-hand quadrant of the engine and onto each sensor's respective cylinder.
CAUTION: Each EGT sensor is identified and designated for a
specific cylinder. Failure to install the EGT sensors on the correct
b. Place each EGT sensor probe in the exhaust pipe within the diameter specified in
Figure 17-34. Wrap the clamp around the exhaust pipe and tighten the clamp
until the sensor is immobile but the crimps in the band are not flattened against
the outside surface of the exhaust pipe. The crimps accommodate thermal
expansion of the exhaust during engine operation.
c. Trim any excess band clamp length (extending beyond the clamping nut) to
within ¼-inch Figure 17-35 of the worm screw body or fold the excess away
from the EGT sensor body, ensuring the excess does not contact surrounding
components.
d. If necessary, bend the sensor to maximize installation clearance. All bends must
be made in a smooth arc not to exceed 75° (a minimum of ½-inch radius). Refer
to Figure 17-34 and Figure 17-35.
Cut off or bend

excess band clamp
away from the EGT
Sensor
Figure 17-35. Folded Excess Band Clamp (away from EGT sensor)
9. Install the fuel injector coils.
Fuel injector coils are designated for specific cylinders with labels on the Engine Low
Voltage Harness near the coil body. Fuel injector coils must be matched to the
corresponding cylinder for the engine to operate properly.

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Engine Assembly
a. Verify the label on the fuel injector coil matches the number of the intended
destination cylinder. If the label is missing or illegible, verify the identification
with a DVM and the schematic diagrams in Chapter 8 and replace the label.
b. Remove the protective caps from the fuel injector and the corresponding fuel
line.
c. Slide the fuel injector coil (Figure 17-36) over the injector body and press down
firmly on the coil to ensure it is seated on the base of the fuel injector body.
d. Position the injector coil so the wire exits inboard of the cylinder, away from the
spark plug. Ensure the coil body is fully seated against the injector body
shoulder. Check for sufficient clearance between the injector and surrounding
cylinder head structure.
Figure 17-36. FADEC Fuel Injector Assembly

e. Install the jam nut on the fuel injector and support; hand-tighten the nut. Use a
deep well socket to torque the nut to Appendix B torque specifications.
CAUTION: Never use Teflon tape on fuel injection system fittings.
Do not bend or flatten the fuel injection lines. Clamp the fuel
injection lines to the fuel line support brackets. Do not assemble the
components and fuel lines in a binding condition.
f. Verify the fuel injection lines are not bent or deformed.
g. Connect the fuel line to the injector. Torque the fuel line B nut per Appendix B in
this manual.
h. Repeat steps 9a.-g. for the remaining three cylinders.
CAUTION: Fuel injector coils are not redundant. Route the leads to
avoid sharp edges or chafing. Use shielding if necessary. A broken
coil wire will stop the flow of fuel to the cylinder.
10. Secure the engine low voltage harness according to the “Harness Routing”
instructions in Section C-13.

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Engine Assembly

31 October 2011
Post-Overhaul Test and Adjustments
Chapter 18. Post-Overhaul Test and Adjustments
18-1. Introduction
Specific procedures listed in sections of this chapter must be completed after engine
overhaul before the aircraft can be released for normal flight operations.
WARNING
The tasks listed in the Engine Operation Prerequisite Table
must be completed in the order listed on an engine before the
aircraft is authorized for flight
.
Table 18-1. Engine Operation Prerequisites

Sequence Requirement Section References
1 Prepare the Engine for Operation “Maintenance Preflight Inspection” in Section 6-3.7.2
2 Check Engine Operation Engine Operational Check (Section 6-3.7)
3 Complete Operational Checklist Operational Checklist (Table 6-10)
4 Maintenance Test Run “Standard Acceptance Test” in Section 18-4
5 Check Oil Consumption “Oil Consumption Test” in Section 18-5
“Flight Check and Break-In” instructions in Section 7-
6 Complete Flight Check
2.31
1. And in accordance with the Pilot’s Operating Handbook (POH).
18-2. Post-Overhaul Testing Prerequisites
Install the engine in the aircraft or an engine test stand (per the applicable test stand or
airframe manufacturer’s instructions). The following will be required to conduct post-
overhaul testing:
• Fill the engine with oil according to the “Engine Oil Servicing” instructions in
Section 6-3.8.
• A flight propeller (if the engine is installed in the aircraft)
OR
• A test club mated to the propeller flange, capable of sustaining the minimum moment
of inertia specified for the engine propeller in Section 2-3. The test club will absorb
the brake horsepower (BHP) at the RPM specified in test operating limits. Use the test
club in combination with the cell, test stand and operating limits for which it was cali-
brated.
• A cooling air scoop designed to fit over the tops of all cylinders, with padded seals for
rear cylinders and valve rocker covers, to direct an adequate flow of air downward
through the cylinder fins.
• Vanes to direct cooling air to the center cylinder and the oil cooler.
• An air duct to the alternator vent tube.
• An air filter and housing attached to the air throttle inlet flange. The filter area must be
sufficient to avoid air flow restrictions. Clean the filter before each test. Calculations
of filter area should be based on approximately 389 cubic feet per minute (CFM) of air

31 October 2011
required by the engine at full throttle and on the filter capacity per unit of area.
Increase the calculated area of a clean filter by at least 50% to allow for dirt accumula-
tion.
• “Exhaust system supplied by the airframe manufacturer or STC holder, as applicable,
must be installed for testing purposes.
• A throttle control capable of operating the throttle shaft through its complete range and
a five position (OFF/R/L/BOTH/START) Ignition Switch connecting the engine with
the airframe electrical system.
• “A storage battery must be connected by a No. 0 stranded copper cable from its posi-
tive terminal to the power terminal of the starter through a starter solenoid. The battery
negative terminal must be connected to the engine or both battery terminal and engine
may be grounded. A small insulated wire should connect the starter solenoid coil ter-
minal to a 5 ampere push-button switch. The other switch terminal must be connected
to the engine or a common ground.
• Control panel equipped with the following calibrated engine instruments:
• A serial data port for FADEC interface.
• An oil pressure gauge and tube connection.
• An oil temperature gauge and capillary assembly.
• A water manometer with rubber hose connection to the vacuum pump oil return
hole at the rear of the crankcase.
• An ammeter connected in the generator or alternator circuit.
• Fuel flow gauge
• Health Status Annunciator (HSA) connected to the FADEC cabin wiring harness.
• Personal computer (e.g. laptop) and PowerLink FADEC Level I diagnostic software
listed in Chapter 3, Special Tools & Supplies
• A clean, substantial hose of 3/4 inch inner diameter must be installed on the crankcase
breather elbow and supported so it leads to a point above and to the rear of engine.
• Fuel system with an auxiliary pump capable of delivering fuel to and through the
engine system at a pressure of 25 psi indication on fuel pressure gauge.
Make fuel line connections as follows:

1. Connect the fuel supply line to the upper elbow projecting from the left side of the
fuel pump.
2. Connect the fuel pump-to-supply tank vapor return line to the upper elbow projecting
from the right side of the fuel pump.
3. Connect the fuel pressure gauge line to the T-fitting installed in the fuel distribution
block. Connect the solenoid control wires into the auxiliary fuel pump system to
activate the solenoid when the auxiliary pump is ON.
4. Connect a fuel return line to the fuel bypass solenoid outlet.
5. Connect the gauge to the T-fitting opening.

31 October 2011
18-3. Post-Overhaul Test Operating Limits
Post-overhaul test limits are the same as the engine operating specifications in “Engine
Specifications and Operating Limits” in Section 2-3.
Table 18-2. Post Overhaul Test Operating Limits

ITEM SPECIFICATION
Full Throttle Speed ±25 RPM 2800 ±25 RPM
Idle Speed RPM 850 ± 25 RPM (with lightweight propeller)
Manifold AIr Pressure at Idle 18.5 in. Hg
Engine Intake Air Temperature Ambient
Engine Intake Air Pressure Ambient
Fuel Grade (Octane) 100-LL Blue or 100 Green
Fuel Pump Pressure 17.5 psig ± 2 psi at 850 RPM with boost pump ON
Oil Temperature Limits 240°F (116°C)
Fuel Pump Pressure at Full Throttle Refer to Figure 6-11, “Fuel Pressure vs. Engine Speed Chart” in
Chapter 6.
Oil Pressure (Max.) (Cold Oil) 100 psi
Oil Consumption 0.006 pounds x (rated power of engine) x (%power at which mea-
sured/100) x (hours duration) = amt. Of oil consumed.
1 quart of oil = 1.875 lbs
(Refer to the “Oil Consumption Test” in Section 18-5)
Oil Sump Capacity (quarts) 6
Minimum Oil Pressure at Idle 10 psi at or below 200°F (93°C)
Crankcase Pressure (Max.) 1 4.0 in. H2O
Ignition Timing Variable
Cylinder Head Temperature (Max.) 460°F (238°C)
1. A sudden increase in crankcase pressure during which the liquid in the manometer fluctuates rapidly typically indicates sticking piston rings.
However, before removing cylinders, investigate the breather and manometer. Refer to Chapter 8 for troubleshooting details.

31 October 2011
18-4. Standard Acceptance Test
Perform a standard acceptance test according to the protocol listed in Table 18-3.
Table 18-3. Standard Acceptance Test Requirements

Engine Run Time Duration
Period (Minutes) Engine RPM
1 5 1200  25 RPM
2 5 1600  25 RPM
3 5 2450  25 RPM1
4 10 Rated Power RPM2
75% Power RPM
5 10
Check Fuel and Oil Pressures. Check Temperatures.
Idle RPM (cooling period -300° Max. CHT at shut
6 5
down.)3
7 --- Stop engine and perform leak check.4
8 15 75% Power RPM
9 15 Idle RPM
1. Perform a “FADEC Power and Channel Check” according to instructions in Section 7-3.3.1 on each ECU at 1700
RPM. Clear the spark plugs by operating with both ECU channels for a few seconds between checks.
2. Do not run the engine above 1800 RPM until oil temperature has reached 160°F (71°C) and cylinder head tem-
peratures have reached 200°F (93°C).
3. Do not shut engine down until oil temperature is below 200°F (93°C) and cylinder temperatures are below 300°F
(149°C).
4. Fuel and oil leaks are not acceptable.
Engines failing the acceptance test for high oil consumption, major oil leaks, low power,
damaged components, excessive noise, excessive roughness, low oil pressure, excessive
oil filter contamination require further investigation. Correct discrepancies and repeat the
Standard Acceptance Test.

31 October 2011
18-5. Oil Consumption Test
The Oil Consumption Test is separate from the Standard Acceptance Test. Perform oil
consumption testing on the overhauled engine according to the parameters listed in the Oil
Consumption Tests Requirements table below.
Table 18-4. Oil Consumption Test Requirements

Engine Run Time Duration
Period (Minutes) Engine RPM
1 5 1200 ± 25 RPM
2 5 1600  25 RPM
3 5 2450 ± 25 RPM1
4 10 Rated Power RPM 2
75% Power RPM
5 10
Check Fuel and Oil Pressures. Check Temperatures.
6 5 Idle RPM (cooling period 300F (149°C) maximum at shutdown)3
Stop engine, drain and weigh oil for oil consumption determination4
7 5 Warm up to rated RPM
8 30 Rated Power. Take engine readings every 10 minutes4
Idle RPM (cooling period
9 5
300° Max. CHT at shutdown.) 3 4 5
1. Perform a “FADEC Power and Channel Check” according to instructions in Section 7-3.3.1on each ECU at 1700 RPM. Clear the
spark plugs by operating with both ECU channels for a few seconds between checks.
2. Do not run the engine above 1800 RPM until oil temperature has reached 160°F (71°C).and cylinder head temperatures have
reached 200°F (93°C).
3. Do not shut the engine down until the oil temperature is below 200°F (93°C) and cylinder temperatures are below 300°F (149°C).
4. Oil consumption of 1.0 lb. is considered acceptable for this test. One repeat of this test run is acceptable. If oil consumption is in
excess of 1.0 pound, return the engine to the overhaul shop for a complete inspection.
5. Fuel and oil leaks are not acceptable.
Engines failing to pass the acceptance test for high oil consumption, major oil leaks, low
power, damaged components, excessive noise, excessive roughness, low oil pressure,
excessive oil filter contamination require further investigation. Correct discrepancies and
repeat the Oil Consumption Test. Refer to troubleshooting instructions in Chapter 8 for
remedial action, if necessary.

31 October 2011

31 October 2011
Glossary
Appendix A. Glossary
A-1. Acronyms
The following acronyms are commonly used throughout this publication.
Acronym Definition
A&P Airframe & Powerplant
AD Airworthiness Directive
AFM Airplane Flight Manual
AO Authorized Oversize
APU Auxiliary Power Unit
AR As Required
AU Authorized Undersize
BHP Brake Horsepower
BSOC Brake Specific Oil Consumption
BTC Before Top Dead Center
CFM Cubic Feet per Minute
CHT Cylinder Head Temperature
CSB Critical Service Bulletin
DVM Digital Volt-ohm Meter
EGT Exhaust Gas Temperature
EMI Electromagnetic Interference
FAA Federal Aviation Administration
FAR Federal Aviation Regulations
FBO Fixed Base Operator
HP Horsepower
IAW In accordance with
ICA Instructions for Continued Airworthiness
MAP Manifold Air Pressure
MAT Manifold Air Temperature
MEK Methyl Ethyl Ketone
MHS Material Handling Specifications
MJ Main Journal
MSB Mandatory Service Bulletin
OEM Original Equipment Manufacturer
NA Not Applicable
NATO North Atlantic Treaty Organization
POH Pilot’s Operating Handbook
IOF-240 Series Engine Maintenance and Overhaul Manual A-1

31 October 2011
Glossary
Acronym Definition
PMA Parts Manufacture Approval
RMS Root Mean Square
RPM Revolutions per Minute
SB Service Bulletin
SID Service Information Directive
SIL Service Information Letter
STANAG Standardization Agreement (STANAG)
STC Supplemental Type Certificate
TBO Time Between Overhauls
TC Type Certificate
TDC Top Dead Center
TIT Turbine Inlet Temperature
TSO Technical Standard Order
TSMOH Time Since Major Overhaul
WOT Wide Open Throttle
A-2. Glossary
Term Definition
Airworthiness Approval Tag FAA Tag 8130-3 that identifies a part or group of parts that has been
deemed airworthy by an authorized FAA representative.
Burning In reference to the engine valves, indicates roughening or erosion due to
high temperature gases escaping past valve faces. In other instances, it
indicates drawing of the temper of steel parts to a soft (blue) condition, as
a result of overheating, during an absence of lubrication on moving
surfaces, such as gear teeth subject to high loading.
Burr Sharp or rough projection of metal.
Chafing Condition caused by a rubbing action between adjacent or contacting
parts under light pressure which results in wear.
Crack Partial separation of material usually caused by vibration, overloading,
internal stresses, improper assembly, or fatigue.
Critical Service Bulletin Service document based on determination by the product manufacturer
to constitute a threat to continued safe operation of an aircraft or to
persons or property on the ground unless the owner or operator takes
some specific action (inspection, repair, replacement, etc.). Documents in
this category are candidates for incorporation into an Airworthiness
Directive issued by the FAA.
Dent Rounded depressed, pushed-in area on a surface.
A-2 IOF-240 Series Engine Maintenance and Overhaul Manual

31 October 2011
Glossary
Term Definition
Dynamic Seal Vital seal in the engine cylinder that consists of valve-to-valve seat seals,
spark plug-to-spark plug port seals, and cylinder head-to-barrel seal.
Elongate To stretch out or lengthen.
Erosion Wearing away of material due to flow, hot gases, grit, or chemicals.
Fretting Surface erosion caused by slight movement between two parts that are
fastened together.
Galling Severe chafing or fretting that results in transfer of metal from one part to
another; usually caused by slight movement of mated parts that have
limited relative motion and are under heavy loads.
Grooved Surface Shallow channels, wider than scratches and usually smooth resulting
from wear affected by concentrated contact stress.
Hydraulic Lock Condition where fluid accumulates in the induction system or the cylinder
assembly. The liquid restricts the piston from traveling during the
compression stroke. Damage to the engine occurs when the other
cylinders fire, which forces the piston in the fluid-filled cylinder through
the compression stroke. Damage to an engine from hydraulic lock can be
extensive due to the extreme stress load and can adversely affect
connecting rods, pistons, cylinder assemblies, piston pins, the
crankcase, and the crankshaft.
Mandatory Service Bulletin Service document relating to known or suspected hazards to safety that
have been incorporated in whole or in part into an Airworthiness Directive
(AD) issued by the FAA, or have been issued at the direction of the FAA
by the manufacturer requiring compliance with an already-issued AD (or
an equivalent issued by another country’s airworthiness authority).
Nick Sharp-sided gouge or depression with a V-shaped bottom.
Peening Series of blunt depressions in a surface.
Pitting Formation of pockets of corrosion products on the surface of a metal.
Propeller Strike Any incident that requires repair (other than minor dressing of the blade)
to a propeller blade. Either the propeller strikes an object or an object
strikes the propeller and causing a propeller imbalance. Propeller strikes
are serious because they can result in engine failure. Even if the
propeller still continues to rotate, other components critical to engine
operation may be damaged.
Runout Eccentricity or wobble of a rotating part; eccentricity of two bored holes or
two shaft diameters; a hole or bushing out of square with a flat surface.
Runout is usually measured with a dial indicator, and limits stated
indicate full deflection of indicator needle in one revolution of part or
indicator support.
Scoring Deep grooves in a surface caused by abrasion from fine hard particles
wedged between moving surfaces, as in a bearing and journal, or caused
by galling when a moving part is not supplied with lubricant.
IOF-240 Series Engine Maintenance and Overhaul Manual A-3

31 October 2011
Glossary
Term Definition
Service Bulletin Service document that contains information considered by the product
manufacturer to constitute a substantial improvement to the inherent
safety of an aircraft or component of an aircraft; also includes updates of
instructions for continued airworthiness.
Service Information Directive Service document that contains information determined by the
manufacturer to be of value to an owner/operator in the use of a product
by enhancing safety, maintenance, or economy.
Service Information Letter Service information communiqué that may be of use to the owner/
operator or maintained of the aircraft.
Spalling Distress to a loaded surface where chips of the hardened surface are
broken out.
Static Seal Cylinder seal that consists of the piston rings to the cylinder wall seal.
Technical Standard Order FAA-designated number and identification mark indicating that the part or
appliance meets applicable design standards and was manufactured in
accordance with the requirements of FAR 21 Subpart O.
A-4 IOF-240 Series Engine Maintenance and Overhaul Manual

31 October 2011
Torque Specifications
Appendix B.Torque Specifications
B-1. General Information
Tables in this appendix list torque values for Continental Motors aircraft engine hardware.
Refer to the appropriate manufacturer’s overhaul instructions for airframe or engine
accessory torque specifications. Table B-1 is for bolts, nuts, screws, driving studs, and
pipe plugs; Table B-2 is for fittings, Table B-3 is for hose fittings, and Table B-4 lists
specific component torque values. Torque values provided in Table B-5 must be used for
the listed applications. Table B-6 applies to FADEC components.
WARNING
Torque values listed are for use with clean 50 weight aviation
engine oil applied to the threads, unless otherwise specified in
Table B-5, which lists specific torque values for non-lubricated
hardware.
Prior to torquing any hardware, unless otherwise specified, apply SAE 50 weight aviation
oil to hardware listed in Table B-1 through Table B-4. If an application is not listed in the
specific torque limits tables (Table B-4, Table B-5, and Table B-6), use the general torque
limits in Table B-1 through Table B-3.
WARNING
Before installing nuts and bolts, verify the fastening hardware
is lubricated according to instructions. Inspect all fasteners for
proper plating and thread form. Failure to verify a fastener’s
serviceability or to correctly lubricate the fastener prior to
installation will result in the fastener not being properly pre-
loaded. Subsequent failure of the fastener may occur.
IOF-240 Series Engine Maintenance and Overhaul Manual B-1

31 October 2011
B-1.1. Torque Tips
WARNING
The use of sealants or lubricants other than those specified
herein on mating threads and between mating surfaces can
cause incorrect torque application and subsequent engine
damage or failure.
• Check Table B-4, Table B-5 and Table B-6 first to determine if the hardware to be
torqued requires a specific torque or treatment other than those for general hardware
sizes listed in Table B-1 through Table B-3.
• Before torquing the hardware, verify the hardware size is correct.
• The accuracy of any torque indicating wrench depends on a smooth application of
force and current calibration traceable to the National Bureau of Standards.
• If cotter pin holes must be aligned, set the torque wrench at the low limit and tighten
the nut to the first hole beyond this torque, but do not exceed the maximum specified
torque limit. This torquing procedure must be followed for all applications requiring
cotter pin hole alignment except for connecting rod nuts.
• If a nut slot cannot be aligned with a cotter pin hole within the specified limits, substi-
tute another serviceable nut to attain alignment.
• If the cotter pin hole in a stud lies beyond the nut slots, when the nut has been torqued
properly, check the stud for proper installation or for backing out.
• Check studs for necking.
• Check the part for reduced thickness resulting from wear or incorrect part.
B-2. Cylinder Torque Procedure
Proper cylinder installation requires the bolts be torqued in multiple stages. Cylinder base
stud threads, through bolt threads and nuts must be lubricated with clean 50 weight
aviation oil. Through bolt nuts at cadmium plated washers require a lower torque value to
achieve the same through-bolt pre-load since the lubricity of the cadmium plating reduces
joint friction.
1. Torque cylinder base nuts to ½ of the specified torque value for the fastener.
2. Torque the cylinder through bolt nuts and cylinder base nuts to the specified value for
the cylinder base stud nuts. Through bolt nuts must be torqued on both sides of the
engine, even if only one cylinder is being installed.
WARNING
Failure to torque through bolt nuts on both sides of the engine
can result in a loss of main bearing crush with main bearing
shift and subsequent engine failure.
3. Torque through-bolt nuts on both sides of the engine to the specified torque value.
4. For engines which incorporate the seventh cylinder deck stud, install the seventh stud
cylinder bracket and conical stud nut. Torque the stud nut to the value specified for
the fastener.
B-2 IOF-240 Series Engine Maintenance and Overhaul Manual

31 October 2011
B-3. Torque Wrench and Extension Calculations
Torque wrenches measure the force applied to the fastener on the axis of the square drive
socket adapter.
Square
Drive
Force
Torque Setting/Reading = Force x Distance
Torque Wrench Square Drive Distance = A
Figure B-1. Torque Wrench

Straight extensions and wobble extensions up to 15 degrees, which extend the square drive
length, do not alter the amount of force applied to the square drive enough to cause
concern. An offset adapter may be used with a torque wrench without affecting applied
torque if the extension is positioned at a 90 degree angle in relation to the square drive
adapter. In any other orientation, the extension alters the force applied to the fastener.
90°
90°
Set Torque = Fastener Torque
15°
If angle ≤ 15°
Set Torque = Fastener Torque
Figure B-2. Drive extensions
Apply the formula below to determine the appropriate torque wrench setting when using
an extension:
Where:
T S = desired torque setting or reading
S= A+B
xA T= torque applied at square drive adapter
A= length of handle in inches
B= length of extension in inches

31 October 2011
Extension Torque Wrench Square Drive Distance = A

Length = B
Fastener Torque Distance
Fastener Torque
Set Torque= A+B xA
Extension Torque Wrench Square Drive Distance = A

Length = B
Fastener Torque Distance
Fastener Torque
Set Torque= A+B xA
Figure B-3. Extension increases applied torque

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

31 October 2011
Table B-1. General Torque Specification
Bolts, Nuts, Screws
Torque
Size In. lbs. Ft. lbs.
#2-56 1.4-2.6 N/A
#4-40 2.9-5.5 N/A
#6-32 5.3-10.1 N/A
#8-32 17.5-22.5 1.5-1.9
#10-32 36-50 3.0-4.2
#10-24 21-25 1.7-2.0
.250-20 75-85 6.3-7.1
.250-28 90-100 7.5-8.3
.3125-18 155-175 12.9-14.6
.3125-24 180-220 15.0-18.3
.375-16 220-260 18.3-21.7
.375-24 275-325 22.9-27.1
.44-20 400-450 33.3-37.5
.50-20 550-600 45.8-50.0
Driving Studs
.250-20 50-70 4.2-5.8
.3125-18 100-150 8.3-12.5
.375-16 200-275 16.7-22.9
.44-14 300-425 25.0-35.4
Pipe Plugs
.062-27 30-40 2.5-3.3
.125-27 60-80 5.0-6.7
.250-18 130-150 10.8-12.5
.375-18 185-215 15.4-18.0
.500-14 255-285 21.3-23.8
.750-14 310-350 25.8-29.2

31 October 2011
Table B-2. Tube Fitting Torque Specifications
Size Hose Assembly Tube O.D. Torque (In-lbs)
.31-24 #2 Brass / Aluminum .125 15-30
.31-24 #2 Steel .125 15-50
.38-24 #3 Brass / Aluminum .188 40-65
.38-24 #3 Steel .188 50-90
.44-20 #4 Brass / Aluminum .250 60-80
.44-20 #4 Steel .250 70-120
.44-24 Steel .190 60-80
.56-18 #6 Brass / Aluminum .375 75-125
.56-18 #6 Steel .375 90-150
.75-16 #8 Brass / Aluminum .500 150-250
.75-16 #8 Steel .500 135-250
.88-14 #10 Brass / Aluminum .625 200-350
.88-14 #10 Steel .625 300-400
Table B-3. Hose Fitting (“B” Nut) Torque Specification

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

31 October 2011
Table B-4. Component Specific Torque Specifications
Torque Value
Size Fastener In-Lbs Ft-Lbs Models Affected
Crankcase
.25-28 Nut-Crankcase Flange 100-125 8.3-10.4 IOF-240-All, As Required (AR)
.31-24 Nut-Crankcase Backbone 240-280 20.0-20-3 All Models (AR) Stainless Steel Hardware
Only
.38-24 Nut-Crankcase Tie Bolts 275-325 22.9-27.1 IOF-240-All (AR)
.38-24 Nut-Cylinder to Crankcase 440-460 36.7-38.3 IOF-240-All (AR)
Studs
.38-24 Nut-Mounting Bracket to 275-325 22.9-27.1 All Models (AR)
Crankcase
.44-20 Nut-Crankcase Tie-Bolts-Nose 440-460 36.7-38.3 All Models (AR)
& Below Camshaft
.44-20 Nut-Cylinder to Crankcase 490-510 40.8-42.5 All Models (AR)
Studs (including 7th stud)
.44-20 Nut-Through Bolt at Cadmium 440-460 36.7-38.3 All Models (AR)
Plated Washer
.44-20 Nut-Through Bolt at Cylinder 590-610 49.2-50.8 IOF-240-All (AR)
Flange
.44-20 Nut-Through Bolt at Front 490-510 40.8-42.5 All Models (AR)
Mount Belt-Driven Alternator
.50-20 Nut-Crankcase Nose Tie Bolts 640-660 53.5-55.0 All Models (AR)
.62-18 Plug-(with crush washer) 190-210 15.8-17.5 All Models (AR)
Gears
.25-28 Bolt, Gear to Camshaft 140-160 11.7-13.3 IOF-240-All (AR)
.25-28 Bolt, Gear to Crankshaft 140-160 11.7-13.3 IOF-240-All (AR)
(P/N 22532)1
.38-24 Bolt- Vacuum & Fuel Pump 275-325 22.9-27.1 IOF-240-All (AR)
Gear to Camshaft
Connecting Rods
.38-24 Nut, Connecting Rod (Nuts: 400-475 33.3-39.6 IOF-240-All (AR)
24804 or 626140 w/bolt P/N
530213)2 & 3
.38-24 Nut, Connecting Rod 490-510 40.8-42.5 IOF-240-All (AR)
(Spiralock (Nut P/N 654487 w/
bolt P/N 654693)
Miscellaneous Fuel Injection
.31-24 Nut, Throttle and Mixture 100-120 8.3-10.0 All Fuel Injected Model (AR)
Control Levers to Shaft
.31-32 Nut, Fuel Injection Line 40-45 3.3-3.7 All Fuel Injected Model (AR)
.38-24 Nut, Fuel Injection Line 55-60 4.5-5.0 All Fuel Injected Model (AR)

15 June 2012 CHANGE 1
Torque Value
Miscellaneous Lubrication System Fasteners
.25-20 Bolt, Oil Pump Cover to 75-85 6.3-7.1 All Models (AR)
Crankcase
.62-18 Plug, Oil Cooler (w/crush 190-210 15.8-17.5 All Models (AR)
washer)
.62-18 Plug, Oil Suction Tube (w/ 190-210 15.8-17.5 All Models (AR)
crush washer)
.62-18 Plug, Oil Sump Drain 190-210 15.8-17.5 All Models (AR)
.62-18 Oil Filter Cartridge 180-216 15.0-18.0 All Models (AR)
.75-16 Oil Filter, Disposable 192-216 16.0-18.0 All Models (AR)
.88-16 Cap, Oil Pressure Relief Valve 190-210 15.8-17.5 IOF-240-All (AR)
1.00-14 Vernatherm (Oil Temperature 190-210 15.817.5 All Models (AR)
Control Valve)
1.00-18 Screen Assembly, Scavenge 200-210 16.7-17.5 IOF-240-All (AR)
Oil
1.25-18 Plug, Special Vernatherm 310-320 20.8-29.2 All Models (AR)
1.25-18 Vernatherm (Oil Temperature 410-420 34.2-35.0 All Models (AR)
Control Valve)
1.375-16 LH Housing, Tachometer Drive 250-350 20.8-29.2 All Models (AR)
Miscellaneous Cylinder Hardware
.071 Spark Plug 4 300-360 25.0-30.0 All Models (AR)
(18mm)
.125-27 Connector, Cylinder Drain 60-80 5.0-6.7 All Models (AR)
.19-32 Screw, Cylinder Baffle 10-20 .84-1.7 All Models (AR)
.25-20 Screw, Rocker Cover (tighten 55-65 4.6-5.4 IOF-240-All (AR)
two lower screws first)
.25-20 Screw, Intake Flange 85-110 7.1-9.2 All Models (AR)
.25-28 Nut, Rocker Shaft Hold Down 110-120 9.2-10.0 IOF-240-All (AR)
.25-28 Nut, Exhaust (self locking) 120-130 10.0-10.8 All Models (AR)
.25-28 Nut, Exhaust Manifold Flange 100-110 8.3-9.2 All Models (AR)
(Spirotallic Gasket)
.31-24 Nut, Exhaust Manifold Flange 200-210 16.7-17.5 All Models (AR)
(Spirotallic Gasket)
.31-24 Nut, Induction Tube Flange 50-70 4.2-5.8 IOF-240-All (AR)

31 October 2011
Torque Value
Miscellaneous Fasteners
--- Clamp, Induction Hose 25-35 2.0-2.9 All Models (AR)
.88-18 Adapter, Tach Reduction Gear 120-180 10.0-15.0 IOF-240-All (AR)
1. Heat crankshaft gear to 300º F; install gear on crankshaft immediately for shrink fit. Ensure the gear seats tightly against the end of the
crankshaft by tapping lightly with a brass hammer.
2. Torque to low limit. If cotter pin will not align with holes, increase torque gradually, up to high limit only. If cotter pin holes will not align
within torque range, replace the nut and repeat. In no case shall nuts be tightened below the minimum or above the maximum torque
limit. Refer to the most current revision of Service Document SIL93-15 for special cotter pin installation instructions in 360 series engine
connecting rods.
3. A) P/N 530184 connecting rod (identified by forging number 530186), P/N A35159 (identified by forging 5561) and P/N A35160 (also
identified by forging number 5561) must be assembled with P/N 530213 bolt, P/N 24804 or 626140 and P/N 639292 cotter pin.
B) Assemble P/N 36121 connecting rods utilizing the P/N 632041 forging with the part numbers indicated in current technical data.
Assemble P/N A36121 connecting rod assemblies utilizing the P/N 40742 forging with P/N 35972 connecting rod bolt, P/N 24804 nut and
P/N MS24665-132 cotter pin.
4. Lubricate spark plug threads with spark plug manufacturer’s recommended lubricant.
Table B-5. Specific Torque for Non-Lubricated Hardware

Torque Value
Size Fastener In-lbs Ft-lbs Model Affected
#8-32 Screw, Throttle Lever 17.5-22.5 1.5-1.9 All Models (AR)
0.125-27 Fuel Injector Nozzle to Cylinder1 55-65 4.6-5.4 All Models (AR)
0.31-32 B-Nut, Fuel Injection Line to Fuel Injector 40-45 3.3-3.8 All Models (AR)
Nozzle
0.31-32 Fuel Injection Solenoid Retaining Nut 24-28 2.0-2.3 All FADEC
0.375-24 Fuel Injection Line to Fuel Distribution Block 55-60 4.6-5.0 All FADEC
1.00-14 Oil Temperature Control Valve2 440-460 36.7-38.3 All Models (AR)
1.12-18 Oil Pressure Relief Valve Housing 240-260 20.0-21.7 All Models (AR)
1. Apply P/N 646943 ANti-Seize Lubricant
2. Apply Loctite Pipe Sealant 592

31 October 2011
Table B-6. FADEC Components
Torque Value
Size Fastener In-lbs Ft-lbs Model Affected
#4 Screw, ECU 50-Pin Connector 10-15 0.83-1.25 All FADEC
#4 Screw, Speed Sensor 25-Pin Connector 10-15 0.83-1.25 All FADEC
#10 Bolt, Ground Strap 25-35 2.02.9 All FADEC
0.125-27 Adapter Fitting, Manifold Air Temperature 60-80 5.0-6.6 All FADEC
0.25-18 NPT Sensor, Fuel Pressure 130-150 10.83-12.5 All FADEC
0.25-18 NPT Sensor, Manifold Pressure 130-150 10.83-12.5 All FADEC
0.25-24 Bolt, ECU Mount 60-70 5.0-5.83 All FADEC
0.25-0.62 Clamp, Exhaust Gas Temperature Sensor 30-35 2.5-2.9 All FADEC
0.375-24 Bayonet Adapter, Cylinder Head Temperature 55-65 4.58-5.41 All FADEC
Sensor
0.437-24 Compression Fitting, Manifold Air Temperature 145-155 12-12.9 All FADEC
Ferrule
0.75-20 B-Nut, Ignition Harness to Spark Tower 110-120 9.1-10.0 All FADEC
0.75-20 Jam Nut, ECU Spark Tower 110-120 9.1-10.0 All FADEC

31 October 2011
Standard Practices
Appendix C.Standard Practices
C-1. Handling Parts
When removing, replacing, or re-installing parts, heed the following precautions,
warnings, and tips:
WARNING
power before commencing maintenance or inspections.
Confirm continuity between the magneto capacitor and aircraft
ground to prevent accidental engine start during maintenance.
Do not stand or place equipment within the arc of the propeller.
• If the engine is installed, disconnect engine electrical (battery) power and verify the
Ignition Switch is turned OFF. Confirm continuity between the magneto capacitor and
aircraft ground before commencing engine maintenance.
• Inspect replacement parts for deterioration or wear. Do not install parts that appear
worn, deteriorated, or beyond published (service or overhaul) limits.
• Prevent safety wire, nuts, washers, dirt, etc. from entering the engine.
• If any foreign object accidentally falls into the engine, stop working on the engine
immediately and retrieve the dropped object(s).
• Tag unserviceable parts or units for investigation and possible repair.
• To ensure proper re-installation of usable parts, tag or mark all parts and hardware as
they are removed or disassembled.
• Use protective caps, plugs, and covers to ensure openings are unexposed. Install dust
caps over the tube ends of open lines and NOT IN the tube ends. Be sure to remove
the dust caps and covers after the maintenance or repair work is complete.
• Cover stored engine sub-assemblies.
• Inspect new parts for transit damage. Do not install damaged or non-conforming
parts. Re-seal or rewrap the new part until the part is ready to be cleaned, prepared,
and installed.
• Check the shelf life of new parts to be installed. Do not install parts with an expired
shelf life.
• Thoroughly clean parts according to instructions in Chapter 14.
• Use only a plastic or rawhide mallet made to tap engine parts during assembly; never
use a hammer.
• Always install new gaskets, o-rings, rubber components, seals, packing, cotter pins,
tab washers, safety wire, and lock washers when servicing components.
• Use only new, shake proof or split lock washers, tab washers, elastic stop nuts, cotter
pins, and corrosion-resistant safety wire.
• Do not replate cadmium-plated fasteners or washers. If the cadmium plating has been
removed, discard the item and replace it with a new part.
• Do not re-install any worn, deformed, or single use fasteners.
IOF-240 Series Engine Maintenance and Overhaul Manual C-1

31 October 2011
Standard Practices
• Torque hardware to Appendix B torque specifications.
WARNING
• Before installing nuts and bolts, verify the fastening hardware is lubricated according
to instructions in Chapter 3 and Appendix B. Inspect all fasteners for proper plating
and thread form. Failure to verify a fastener’s serviceability or to correctly lubricate
the fastener as instructed prior to installation will result in the fastener not being
properly pre-loaded. Subsequent fastener failure may occur.
C-2. Replacement Parts
C-2.1. Background
An increasing amount of replacement parts (including standard parts), materials,
appliances, and instruments are represented as being of aircraft quality when actually the
quality and origin of these units is unknown. Users of such units are usually not aware of
the potential hazards involved with replacement parts that are not eligible for use on
certified aircraft. Frequently, such units are deceptively advertised or presented as
“unused,” “like new,” or “remanufactured,” implying the quality of such units is equal to
an original or appropriately repaired or overhauled unit.
The performance rules for replacement of parts and materials used in the maintenance and
alteration of U.S.-certified aircraft are specified in Federal Aviation Regulations (FAR)
43.13 and 14 CFR Part 21.303. The responsibility for the continued airworthiness of the
aircraft, which includes the replacement of parts, is the responsibility of the owner/
operator as outlined in FAR 43.13 and 14 CFR Part 21.303.
C-2.2. Acceptable Replacement Parts
Continental Motors provides Instructions for Continued Airworthiness (ICAs) based on
the design, testing, and certification of engines and parts for which Continental Motors is
the holder of the Type Certificate (TC) or Parts Manufacture Approval (PMA) issued by
the Federal Aviation Administration (FAA). These instructions, which include
maintenance, repair limits, overhaul, and installation are applicable only to engines and
parts supplied by Continental Motors. Continental Motors does not provide instructions
relating to the installation or use of parts not manufactured or supplied by Continental
Motors. Instructions provided by other engine parts manufacturers or resellers should be
used for their parts. Continental Motors has not participated in design, test, or certification
C-2 IOF-240 Series Engine Maintenance and Overhaul Manual

31 October 2011
Standard Practices
in regards to aftermarket parts manufacturers and has no experience with respect to such
parts.
FAA regulations require only FAA-approved parts be used on a type certified product.
FAA-approved parts may be identified in accordance with the information given below.
Continental Motors does not play any role in the FAA approval of such parts; does not
have any responsibility for the design, certification, service life, repair, overhaul, or
quality of such parts; and has made no determination regarding the effect, if any, that using
such parts may have on Continental Motors supplied engines or parts.
C-2.2.1. Know Your Supplier
Some reproduced parts and components, particularly instruments, have been
manufactured by entities other than the original equipment manufacturer and are available
for purchase and installation on U.S.-certified aircraft. Often, an original part is used as a
sample to produce duplicates. The reproduced parts appear to be as good as the original
part. However, there are many unknown factors to be considered that may not be readily
apparent to the purchaser, such as heat-treating, plating, inspections, tests, and
calibrations. All too often, the faulty part is not discovered until a malfunction or an
accident occurs.
Therefore, in accordance with FARs, certification of materials, parts, and appliances for
aircraft return to service is the responsibility of the person or agency who signs the
approval. The owner/operator is responsible for the continued airworthiness of the
aircraft. To ensure continued safety in aircraft operation, it is essential that great care be
used when inspecting, testing, and determining the acceptability of all parts and materials.
Particular caution should be exercised when the identity of materials, parts, and appliances
cannot be established or when their origin is in doubt.
C-2.3. 100% Parts Replacement Requirements
NOTE: Service documents published or revised subsequent to the
issuance of this publication may mandate the replacement of components
and parts not included in these instructions. At engine overhaul, the
technician must review all service bulletins to ensure compliance with the
manufacturer’s requirements for continued airworthiness.
Replace all gaskets, seals, packing, hoses, O-rings, cotter pins, retaining rings (snap rings),
safety wire, self locking fasteners (including exhaust nuts), and lock washers with new
parts during assembly, regardless of the type of maintenance.
Do not re-use worn, damaged or deformed fasteners. Do not replate cadmium plated
fasteners or washers. If the cadmium plating has been removed, discard the item and
replace it with a new part.
Engine mounted accessories must be maintained in accordance with the manufacturer’s
instructions. Additionally, accessories must be overhauled during engine overhaul, or
more frequently, in accordance with the manufacturer’s instructions.
At engine overhaul the starter, starter adapter, alternator, magnetos and engine fuel system
must be replaced with a new, factory rebuilt or FAA approved overhauled unit. All engine
baffles must be repaired or replaced and all flexible baffle seals must be replaced.

31 October 2011
Standard Practices
Replace items such as spark plugs, alternator drive belts and air-conditioning drive belts
on condition.
C-2.4. Mandatory Overhaul Replacement Parts
In addition to the items listed in Section C-2.4, the following parts must be discarded and
replaced with new parts during engine overhaul.
• Bearings: connecting rod, crankshaft main • FADEC Electronic Control Units

and thrust, needle, ball, and roller
• FADEC electronic sensors (ALL)
• Bushings, including rocker arm and
connecting rod • Hydraulic valve lifters (tappets)
• Camshaft gear bolts • Ignition system harness
• Cold start primer diverter valves • Intake valves
• Connecting rod bolts and nuts • Intake valve rotocoils (Replace intake valve
rotocoils with solid valve retainers)
• Crankshaft alternator face gear bolts and
lock plates • Inner and outer valve springs
• Crankshaft gear bolts • Magneto and alternator rubber drive bushings
• Crankcase through bolts • Pistons
• Cylinder deck stud nuts and through bolt • Piston pins
nuts
• Piston rings
• Engine Low Voltage harness
• Rocker shafts
• Exhaust flange studs & nuts
• Rockers shaft thrust washers
• Exhaust valves
• Valve keepers (Intake and Exhaust)
• Exhaust valve rotocoils
• Woodruff keys
C-2.5. Authorized Oversize/Undersize Parts

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

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

(Reverse application for left hand threads)

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Standard Practices
3. As shown in Figure C-1, bend the safety wire to tightly loop around the head of the
hardware to exert force in the tightening direction. Ensure there is no slack in the
loop and the loop is under the protruding strand that will wrap around the opposing
piece of hardware to ensure the loop is held in place on the first device. Pull the
protruding strand of safety wire with pliers until it is taut (but not overstressed).
4. While keeping the protruding strand of safety wire taut, twist the strands (based on
the wire gauge specified below) until the twisted part is just short of a hole in the
next unit. The twisted portion should be within one-eighth (1/8) inch from the hole
in either unit:
a. Twist 0.032” diameter safety wire at a rate of 7 to 10 twists per inch.
b. Twist smaller diameter safety wire at a rate of 9 to 12 twists per inch.
5. Pull the braided safety wire strand with pliers until it is taut (but not overstressed).
6. Insert the uppermost strand through the hole in the second piece of hardware.
7. Bend and wrap the twisted wire braid around the second piece of hardware, pulling
the wire taut as described in the previous steps, which will counter-lock the
hardware joined by the safety wire. Repeat the previous steps for any subsequent
hardware to be safety wired by this strand. Refer to Figure C-2 for various safety
wire patterns. All safety wire must fit snugly.
8. After safety wiring the last piece of hardware, continue twisting the safety wire to
form a pigtail, providing sufficient twists (four minimum) to ensure the pigtail will
not unravel.
CAUTION: Do not allow the safety wire pigtail to extend above the
bolt head.
9. Trim excess safety wire and bend the pigtail toward the hardware and against the
bolt head flats.
Figure C-2. Safety wire Patterns for Right-Hand Threads

(Reverse the wire orientation for left-hand threads)

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

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

31 October 2011
Standard Practices
C-6.1. Helical Coil Removal
1. Use the proper size extracting tool (Figure C-4) for the nominal thread size.
2. Tap the extracting tool into the helical coil insert until the sharp edges of the tool dig
firmly into the helical coil insert.
3. Turn the tool to the left and back out the helical coil until it is free.
Figure C-4. Helical Coil Extraction Tool

31 October 2011
Standard Practices
C-6.2. Helical Coil Insertion
1. Blow all debris and liquid out of the tapped hole.
2. Use a proper size installation tool and slide the new helical coil insert over the
slotted end of the driving mandrel of the tool.
3. Engage the driving tang (bent end) of the helical coil in the mandrel slot.
4. Wind the insert slowly into the tapped hole (as shown in Figure C-5).
5. The outer end of the insert must lie within the first full thread of the hole.
6. Break off the driving tang of a notched helical coil by bending it back and forth
across the hole with long, needle nose pliers or with a special tang break-off tool.
7. Once the helical coil insert is installed, the remaining wall thickness (edge distance)
to the helical coil must not be less than one half the helical coil diameter or 0.08
inches, whichever is greater.
WARNING
deck stud positions by helical coil insert installation.
Figure C-5. Installing a Helical Coil Insert

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Standard Practices
C-7. Stud Replacement
Studs that are damaged or broken must be replaced. Rosan® ring-locked studs are installed
in the cylinder exhaust ports. These studs are either “size-on-size” or “step type.”
The step type captive lock ring studs have a larger lock ring than the size-on-size type. The
size-on-size captive lock ring studs utilize a small external diameter lock ring for
applications where edge distance is a factor. The lock ring is so small in diameter that the
use of a typical Rosan® “SM” or “BT” series-milling tool is impractical and could cause
unwanted removal of cylinder head material in the lock ring area.
C-7.1. Stud Removal
NOTE: To remove Rosan® Size-on-Size Studs, refer to instructions in
Section C-7.1.1. To remove Rosan® Step-Type Studs, refer to instructions
in Section C-7.1.2.
For standard stud removal:
1. Place a stud extractor tool on the stud to be removed and turn the tool slowly to avoid
heating the casting.
2. To remove a stud which cannot be removed with a standard stud extractor tool, drill
a hole matching the diameter of a splined stud extractor tool through the center of
the stud. Insert the splined stud extractor through the drilled center of the stud and
unscrew the stud.
3. Examine the course thread end of the damaged stud before discarding it to determine
the correct stud size for oversize replacement stud.

31 October 2011
Standard Practices
C-7.1.1. Size-on-Size Rosan® Stud Removal

To prevent damage to the engine cylinder, take precautions when removing a Size-on-Size
Rosan® stud:
1. Carefully cut the damaged stud flush with the cylinder head. Do not come in contact
with or mark the cylinder head.
2. Score the remaining portion of the stud with a center punch.
3. Locate the proper size primary removal drill directly over the center of the stud and
drill to the “Primary Removal Drill” depth specified depth in Table C-1.
4. Center the secondary removal drill over the initial hole and drill to the “Secondary
Removal Drill” depth specified in Table C-1. This method should cut the
engagement between the stud serrations and the internal serrations of the lock ring.
Table C-1. Rosan® Stud Primary & Secondary Bore Specifications
Cylinder Exhaust Port Stud Primary Removal Drill Secondary Removal Drill
Minimum
Basic Stud Number Diameter Depth Diameter (+0.015) Depth
(0.164 dia.) SFC164 1/16(0.062) 0.250 3/16(0.188) 0.080
(0.190 dia.) SFC190 1/16(0.062) 0.250 7/32(0.219) 0.090
(0.250 dia.) SFC250 3/32(0.093) 0.250 19/64(0.296) 0.105
(0.312 dia.) SFC312 1/8(0.125) 0.312 R(0.339) 0.120
(0.375 dia.) SFC375 1/8(0.125) 0.375 13/32(0.406) 0.120
5. The remaining lock ring will have a very thin wall. Carefully use a sharp punch to
break away the remainder of the lock ring from the cylinder head.
6. Drive an “Ezy Out” bolt extraction tool into the small hole in the stud and apply
removal torque.
7. Remove the stud and clean the hole.
C-7.1.2. Step-Type Rosan® Stud Removal
There are two methods for removing step-type Rosan® studs. Each of these methods is
described below. The first uses a special tool; the second provides machining instructions
to cut the stud, drill a pilot hole and remove the stud with an bolt extractor.
C-7.1.2.1. Step-Type Rosan® Stud Removal Method 1
1Procedure
1. Use the Rosan® Stud Remover (Figure C-6 and Figure C-7) to mill the lock ring to
the appropriate depth.
2. Apply removal torque to remove the stud.
3. Lift out the remaining portions of the lock ring.

31 October 2011
Standard Practices
4. Carefully use a sharp punch to break away the remaining portion of the stud from
the cylinder head.
Figure C-6. Rosan® Stud Removal Tool
Figure C-7. Rosan® Stud Removal Tool Installed on Stud

C-7.1.2.2. Step-Type Rosan® Stud Removal Method 2
1. Follow the procedure in Section C-7.1.1, “Size-on-Size Rosan® Stud Removal.”
2. Select the appropriate removal drill sizes with regard to the stud end dimension.
Example: To remove a step-type stud with a 0.250-inch diameter nut end
and a 0.312-inch diameter stud end, use the appropriate removal drill for a
0.312-inch “size-on-size” stud.

31 October 2011
Standard Practices
C-7.2. Stud Installation
Replace standard studs according to the instructions in this section. For “Rosan® Stud
Installation”, refer to instructions in Section C-7.2.1.
1. Standard studs have no marking. Refer to Figure C-8 to determine the proper stud
size required or to identify oversize studs.
Figure C-8. Stud Sizes

2. Clean the casting tapped hole with solvent and use compressed air to remove any
remaining debris or liquid out from the hole.
3. Examine the tapped threads. If the threads are intact, obtain the next larger oversize
stud. If the old stud was of the maximum oversize or if the thread is damaged, tap
the hole and insert a helical coil insert according to instructions in Section C-6.2 on
page 10.
WARNING
Helical coils can only be installed where authorized.
4. A helical coil insert (Figure C-9) can be used on a rocker shaft retaining stud
provided that a minimum wall thickness of more than half of the helicoil diameter
remains after tapping the new hole for the helical coil insert.
5. If the hole is blind or if the hole goes through to a cavity subject to leakage, coat the
n e w s t u d ’s c o u r s e t h r e a d s w i t h C o n t i n e n t a l M o t o r s H i g h St r e n g t h
Adhesive (Part No. 646941).
6. Drive the new stud with a tee handle stud driver. Turn it slowly and compare the
torque values listed in Appendix B.
7. Drive the stud in until it reaches the desired length specified in Appendix D.

31 October 2011
Standard Practices
Figure C-9. Minimum Material Thickness for Helical Coil insertion

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

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

31 October 2011
Standard Practices
C-9. Fuel System Service
CAUTION: Fuel system contamination may lead to component
damage, erratic engine operation, loss of power, or engine
shutdown. Flush new fuel system parts, hoses and test equipment
prior to connection to the system.
Fuel system service includes any inspection, service or repair action which requires
opening fuel system connections, including engine operational checks. Avoid introducing
contaminants into the fuel system:
• Exercise caution when installing fuel injection system parts
• Clean surrounding component surfaces and fittings before removing parts or
disconnecting hoses or fittings
• Cap or plug open fuel system hoses or fittings immediately upon disconnection. Caps
and plugs should remain in place until the time of reassembly
• Use only clean tools and test equipment
• Purge fuel system components, regardless of source, at the time of installation
C-9.1. Fuel System Purge

1. Remove the cap from the fuel inlet fitting of the fuel system component (hose, pump,
distribution block, inline filter, or test equipment).
2. Connect the aircraft or engine fuel supply to the inlet fitting and tighten to prevent
leakage.
3. Connect a clean section of fuel hose to the component fuel outlet(s) and direct the
end of the hose through a paper filter to an approved fuel container.
4. Turn the fuel selector valve ON.
5. Turn the aircraft boost pump ON.
6. Allow at least one quart (.95L) of fuel to flow through the component in to the paper
filter. If the component features a mixture or throttle control lever, cycle the lever
through the full range of operation several times while fuel is flowing through the
component.
7. Turn the aircraft boost pump OFF and inspect the filter for contamination. If
contamination is found, troubleshoot and correct the source of the contamination
before proceeding with component installation. Replace the paper filter and repeat
the fuel system purge process until no contamination is found in the filter.
8. Proceed with component installation according the appropriate instructions in the
manual.

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Standard Practices
C-10. Gasket Maker® Application

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

31 October 2011
Standard Practices
C-11. Gasket Installation
WARNING
The improper use of sealants may cause engine malfunction or
failure. Do not apply any form of sealant to the crankcase
cylinder deck, chamfer, cylinder mounting flange, cylinder base
O-ring, or cylinder fastener threads. The use of RTV, silicone,
Gasket Maker or any other sealant on the areas listed above
during engine assembly will cause a loss of cylinder deck stud
or through-bolt torque. Subsequent loss of cylinder attachment
Gaskets and components must be properly positioned with the
hardware torqued and safety wired, as required, during
assembly to prevent oil loss.
Install only new gaskets; gaskets may not be reused. Prior to installation, inspect each
gasket for brittleness, cracks, wrinkles, damage, or deformities. Do not use a gasket with
obvious defects, even if new; replace with a new manufacturer-specified gasket. Verify
that gasket surfaces are clean and free of nicks, burrs, oil, and grit.
CAUTION: Do not install brittle, dirty, cracked, or wrinkled gaskets.
Never reuse a gasket removed during disassembly.
1. Apply a thin coat of Gasket Sealant (Continental Motors Part No. 642188) to both
sides of the gasket unless otherwise specified.
2. Install the gasket, following the contour of the mating surface.
3. Install the assembly and evenly torque the hardware to Appendix B specifications to
prevent damage to the gasket.
4. Safety wire the hardware where indicated.

31 October 2011
Standard Practices
C-12. Hose and Tubing Installation
Hoses and tubing to fuel, induction and lubrication system fittings must be properly
installed.
WARNING
Failure to properly support component fittings can result in
fitting and/or component damage and a resulting loss of system
pressure or fluid.
1. Use a wrench on both mating connections to avoid applying excessive torque to the
fittings. Securely tighten fittings and torque to the specified value in Appendix B.
Torque the hose or tubing end fitting while maintaining sufficient force on adjacent
fittings to prevent twisting and shear loads.
CAUTION: Do not exceed specified torque values
2. Support the last fitting in the assembly on components that contain multiple fittings
coupled in one location. DO NOT over-torque fittings.
TORQUE WRENCH
TORQUE WRENCH
OPEN END/ FLARE

NUT WRENCH
OPEN END/ FLARE

NUT WRENCH
Figure C-12. Installing Hoses and Fittings

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

31 October 2011
Standard Practices

31 October 2011
Overhaul Dimensional Limits
Appendix D. Overhaul Dimensional Limits
D-1. Overhaul Dimensional Limits=New Part Dimensions
WARNING
Use only new part dimensional limits during engine overhaul.
New part dimensions are used for the Overhaul Dimensional Inspection. Overhaul
tolerances are not the same as the service limits used for maintenance in Chapter 10. New
parts dimensions are based on engineering drawings in effect at the time of publication.
IOF-240 Series Engine Maintenance and Overhaul Manual D-1

31 October 2011
D-2. Fuel Injection System
Clean and dry parts thoroughly according to the “Engine Cleaning” instructions in
Chapter 14 before performing the dimensional inspection. Discard and replace parts that
do not meet the specified dimensions.
D-2.1. Fuel Pump
Refer to Figure D-1 for fuel pump dimensional limits (new part tolerances). Numbers in
the index column of Table D-1 correspond to the numbered items in Figure D-1.
Figure D-1. Fuel Pump Drive Coupling Dimensions

Table D-1. Fuel Pump and Vacuum Pump Dimensional Limits
Dimensions (inches)
Index Part Minimum Maximum
1 Fuel pump adapter pilot in crankcase .......................................diameter: 0.0010L 0.0060L
2 Fuel pump body pilot in adapter ................................................ diameter: 0.0015L 0.0045L
3 Oil seal in adapter ..................................................................... diameter: 0.0020T 0.0080T
4 Fuel pump drive shaft in impeller shaft...................................... diameter: 0.002L 0.008L
5 Fuel pump drive shaft in vacuum pump drive
0.0045L 0.0060L
gear tooth ................................................................................ clearance:
6 Vacuum pump driven gear in crankcase ................................. clearance: 0.0015L 0.0035L
7 Vacuum pump driven gear bore in crankcase ...........................diameter: 0.8145 0.8155
8 Vacuum pump drive gear to camshaft gear...............................backlash: 0.0012 0.014
NOTE: T = Tight L = Loose
D-2 IOF-240 Series Engine Maintenance and Overhaul Manual

31 October 2011
D-3. Starter Dimensions
Refer to Figure D-2 and Table D-2 for starter new part tolerances.
Figure D-2. Starter Dimensions

Table D-2. Starter Dimensional Limits
Dimensions (inches)
1 Starter pilot in accessory case...................................................diameter: 0.0005L 0.0055L
2 Starter pinion pivot shaft............................................................diameter: 0.0010T 0.0010L
3 Starter shaft gear to crankshaft gear .........................................backlash: 0.0170 0.0240

31 October 2011
D-4. Lubrication System
Refer to Figure D-3 and Table D-3 for lubrication system dimensions. Numbers in the
index column of Table D-3 correspond to the numbered items in Figure D-3. Additional
lubrication system dimensions are listed in Table D-4.
Table D-3. Lubrication System Dimensional Limits

Dimensions (inches)
Index Dimension in Illustration Figure D-3 Minimum Maximum
1 Oil pump gears in housing................................................ end clearance: 0.0020L 0.0050L
2 Oil pump gear in housing .......................................................... diameter: 0.0040L 0.0016L
3 Oil pump gear shafts in accessory case and plate.................... diameter: 0.0015L 0.0030L
4 Oil pump gear cavity.................................................................. diameter: 1.499 1.501
5 Oil pump gear shaft ...................................................................diameter: 0.5620 0.5630
6 Oil pump gear cavity....................................................................... depth: 0.8020 0.8040
7 Square drive to camshaft gear ................................................ clearance: 0.0055L 0.0135L
8 Oil pump driver to driven gear ...................................................backlash: 0.014 0.022
9 Oil press. relief valve spring compressed to 1.58 inch length .......... load: 14.5 Lbs. 15.5 Lbs.
10 Vernatherm w/temperature between 120° and 170°F.....Minimum Travel 0.90 inch ---
Table D-4. Additional Lubrication System Dimensional Limits

Dimensions (inches)
Index Part Dimension Minimum Maximum
N/A Oil pressure relief valve seat .......................................................... depth: 1.24 1.26
N/A Tachometer Drive Housing oil seal..................................inside diameter: 0.960 0.970
N/A Oil pump gear cavity.................................................................. diameter: 1.499 1.501
N/A Oil pump gear shaft bore...........................................................diameter: 0.5620 0.5630
N/A Oil pump drive gear shaft .......................................................... diameter: 0.5600 0.5605

31 October 2011
Figure D-3. Accessory Case and Oil Pump

31 October 2011
D-5. Engine Cylinder Dimensions
Refer to Figure D-4 and Table D-6 for cylinder dimensional limits. The numbers in the
index column of the table correspond to the numbered items in the illustrations. Table D-5
shows additional new parts dimensions not referenced in Table D-4. Additional
illustrations and dimensions are provided in Figure D-5 through Figure D-8 and Table D-
7.
Figure D-4. Cylinder Assembly Critical Dimensions

31 October 2011
Table D-5. Additional Cylinder Dimensional Limits
Engine Cylinder Assembly Dimensions
Dimensions (inches)
Cylinders
N/A Intake valve guide bore............................................................. diameter:0.5307 0.5317
N/A Exhaust valve guide bore.......................................................... diameter: 0.5307 0.5317
N/A Rocker Arm Bushing ....................................................... inside diameter: 0.5945 0.59545
N/A Intake Valve Stem ..................................................................... diameter:
0.3730 0.3735
N/A 1
Standard Piston at Top ............................................................ diameter: 4.4030 4.4050
N/A Standard Piston below first groove1 .......................................... diameter: 4.3960 4.3980
N/A
Standard Piston at skirt1, 2 ........................................................ diameter: 4.4270 4.4280
N/A 0.0015 Authorized Oversize Piston at skirt ............................... diameter: 4.4420 4.4430
N/A Piston Pin Bore ......................................................................... diameter: 0.9988 0.9990
N/A Piston Third Ring Groove................................................................ width: 0.1585 0.1595
N/A Piston Fourth Ring Groove ............................................................. width: 0.0970 0.0980
N/A Piston Pin Bore Center to Dome....................................................height: 1.591 1.595
N/A Piston Pin Assembly .....................................................................length: 4.410 4.430
N/A Piston Pin.................................................................................. diameter: 0.0084 0.9986
1. Measure piston diameter at right angles to pin bore
2. Measure at 0.165 inch from bottom of piston
Table D-6. Engine Cylinder Assembly Dimensional Limits

Dimensions (inches)
Cylinders
1
Cylinder bore (lower 4-1/4 inch of barrel................................... diameter: See Figure D-5
2
Cylinder bore choke (at 5.625 inch from open end of barrel..... diameter: See Figure D-5
3
Cylinder bore out-of-round ...................................................................... : 0.0000 0.0010
4
Cylinder bore.............................................................. allowable oversize: See Figure D-5
5
Cylinder bore surface (Nitrided Barrels)
Cross hatch.....................................................................................angle: 22° - 32° —
Finish (in micro inches) ....................................................................... Ra: 30 50
6 Cylinder barrel in crankcase ..................................................... diameter: 0.0030L 0.0110L
7 Intake valve seat insert in cylinder head ................................... diameter: 0.0055T 0.0085T
8 Intake valve guide in cylinder head........................................... diameter: 0.0010T 0.0025T
9 Exhaust valve in cylinder head ................................................. diameter: 0.0010T 0.0025T
10 Exhaust valve seat insert in cylinder head................................ diameter: 0.0070T 0.0100T
11 Intake valve seat ............................................................................. width: See Figure D-6
12 Exhaust valve seat..........................................................................width: See Figure D-7
Exhaust valve seat-to-valve guide ......................................... axis angle: 44° 30' 45° 30'
Intake valve seat-to-valve guide ............................................. axis angle: 59° 30' 60° 30'

31 October 2011
Table D-6. Engine Cylinder Assembly Dimensional Limits
Dimensions (inches)
Rocker Arms and Shafts
13 Rocker shaft in rocker arm bushing ...........................................diameter: 0.0010L 0.0040L
14 Rocker arm bushing bore ..........................................................diameter: 0.716 0.719
Rocker arm bushing (inside) finish bore ....................................diameter: 0.5945 0.5955
15 Rocker arm ..................................................................... side clearance: 0.0020 0.0150
16 Rocker arm-to-rotocoil ............................................................. clearance: 0.0020 —
17 Rocker arm grind ........................................................................... width: — 0.34
18 Intake valve guide .......................................................... inside diameter: 0.375 0.3770
Intake valve in guide .................................................................diameter: 0.0010L 0.0040L
19 Exhaust valve guide....................................................... inside diameter: 0.3750 0.3770
Exhaust valve in guide.............................................................. diameter: 0.0025L 0.0057L
20 Intake valve face (to stem axis) .....................................................angle: 59° 45' 60° 15'
21 Exhaust valve face (to stem axis) ..................................................angle: 45° 45' 46° 15'
22 Intake Valve ..................................................................................length: See Figure D-8
23 Exhaust valve face to stem........................................................... length: Replace 100%
24 Intake valve face to stem ............................................................. runout: 0.0000 0.0020
25 Exhaust valve face to stem (full indicator reading) ...................... runout: Replace 100%
26 Rocker arm foot to valve stem (dry valve) ................................gear lash: 0.060 0.200
Pistons, Piston Rings and Connecting Rods
27 Piston, graphite coated (bottom of skirt) in cylinder....................diameter 0.0040L 0.009L
Piston, non graphite coated (bottom of skirt) in cylinder ............diameter 0.006L 0.010L
28 Top piston ring in groove.................................................. side clearance: 0.001 0.003
29 Second piston ring in groove ........................................... side clearance: 0.001 0.003
30 Third piston ring in groove ............................................... side clearance: 0.003 0.005
31 Fourth piston ring in groove ............................................. side clearance: 0.003 0.005
32 Top ring at 1.00 ± 0.50 depth (in cylinder barrel) ..............................gap: 0.026 0.042
33 Second ring at 1.00 ± 0.50 depth (in cylinder barrel) ........................gap: 0.032 0.048
34 Third ring at 1.00 ± 0.50 depth (in cylinder barrel) ...........................gap: 0.019 0.035
35 Fourth ring at 1.00 ± 0.50 depth (in cylinder barrel) .........................gap: 0.015 0.031
36 Piston pin in piston.....................................................................diameter: 0.0002L 0.0006L
37 Piston pin ....................................................................................diameter 0.9984 0.9986
38 Piston pin in cylinder......................................................... end clearance: 0.0070L 0.0290L
39 Piston pin in connecting rod bushing .........................................diameter: 0.0014L 0.0021L
40 Bushing in connecting rod .........................................................diameter: 0.0020T 0.0045T
41 Bolt in connecting rod .................................................................diameter 0.0005L 0.0023L
42 Connecting bearing and bushing,
per inch length .......................................................twist or convergence: 0.0000 0.0005
43 Crankcase and attached parts hydraulic tappet in
crankcase ................................................................................. diameter: 0.0010L 0.0025L
44 Connecting rod bearing on crankpin .........................................diameter: 0.0005L 0.0030L
45 Connecting rod on crankpin 0.0060L 0.0110L

31 October 2011
Figure D-5. Finished Cylinder Dimensions (after honing)

Table D-7. Cylinder Barrel Dimensional Limits
“D” Diameter “X” Diameter “Y” Diameter
New New New
(inches) (inches) (inches)
Size Minimum Maximum Minimum Maximum Minimum Maximum
STD. 4.437 4.439 4.434 4.436 4.431 4.433
0.005 4.442 4.444 4.439 4.441 4.436 4.438
0.015 4.452 4.454 4.449 4.451 4.446 4.448
• Only the D and the X diameters are used to determine the serviceability of the cylinder barrel. No wear
limit is given for Y diameter because it is used as a machining reference only.
• Cylinder bore out of round must not exceed 0.002 at measured diameters

31 October 2011
Figure D-6. Intake Valve Seat Insert Dimensions

31 October 2011
Figure D-7. Exhaust Valve Seat Insert Dimensions

31 October 2011
Intake Valve Exhaust Valve

Figure D-8. New Intake and Exhaust Valve Dimensions

31 October 2011

31 October 2011
D-6. Crankcase
Refer to Figure D-9 and Table D-8 for crankcase dimensional limits. Numbers in the
index column of Table D-8 correspond to the numbered items in Figure D-9. Table D-9
shows additional new parts dimensions not referenced in Figure D-9.
Figure D-9. Crankcase Dimensions

31 October 2011
Table D-8. Crankcase Dimensional Limits
Dimensions (inches)
Index Description Minimum Maximum

1 Crankshaft in main bearings .................................................. diameter: 0.0011L 0.0041L
1A Crankshaft to main bearings ..........................................end clearance: 0.0005L 0.0035L
2 Crankshaft thrust bearing...............................................end clearance: 1.3745 1.3755
3 Camshaft in crackcase........................................................... diameter: 0.004 0.008
4 Camshaft in crankcase...................................................end clearance: 0.004 0.008
5 Through bolt in crankcase...................................................... diameter: 0.000T 0.0015L
6 Through bolt in crankcase...................................................... diameter: 0.03032T 0.03632L
7 Starter jack adapter bearing or plug bore............................... diameter: --- 0.6875
Note: T = Tight L = Loose
Table D-9. Crankcase Dimensional Limits not shown in Figure D-9
Dimensions (inches)

N/A Crankshaft front journal bore.................................................. diameter: 2.4370 2.4380
N/A Crankshaft intermediate and rear journal bore....................... diameter: 2.5625 2.5635
N/A Thrust washer land................................................................. diameter: 3.410 3.420
N/A Camshaft bore........................................................................ diameter: 1.3745 1.3755
N/A Tappet guide bore .................................................................. diameter: 1.0005 1.0015
N/A Starter shaft gear bushing bore.............................................. diameter: 1.2500 1.2510
N/A Crankcase half (cylinder deck flange to splitline .......................... width: 4.559 4.565
N/A Crankcase (cylinder deck to cylinder deck................................... width: 9.118 9.130
N/A Camshaft journal .................................................................... diameter: 1.3725 1.3735

31 October 2011
D-7. Engine Drive Train
Refer to Figure D-10 and Table D-10 fits and limits (new part tolerances) for the engine
drive train components. Table D-10 shows additional new parts dimensions not
referenced in the illustrations. Numbers in the Index column in Table D-11 correspond to
the numbered items in Figure D-10. Numbers in the Index column in Table D-12
correspond to numbered items Figure D-14.
Table D-10. Drivetrain Dimensional Limits not shown in Figure D-10
Dimensions (inches)

N/A Connecting rod bushing bore (bushing not installed)............. diameter: 1.0620 1.0630
N/A Connecting rod bushing center to crankpin center..................... length: Figure D-14
N/A Connecting rod bushing after installation and reaming .......... diameter: Figure D-14
N/A Connecting rod crank pin .............................................inside diameter: Figure D-14
N/A Connecting rod (crankshaft end)..................................................width: Figure D-14
Figure D-10. Engine Drive Train

31 October 2011
Table D-11. Engine Drive Train Dimensional Limits
Dimensions (inches)
Crankshaft
1 Crankpin 1.......................................................................... out-of-round: 0.000 0.0005
2 Crankshaft main journal1 .................................................. out-of-round: 0.000 0.0005
3 Rear and intermediate main journal1 ...................................... diameter: 2.373 2.374
Front main journal1 ................................................................. diameter: 2.2475 2.2485
4 Crankpin ................................................................................. diameter: 1.936 1.937
5 Main journal (crankshaft supported at front and
0.000 0.015
rear journals) full indicator reading .............................................runout:
Crankshaft journal width...............................................................taper: 0.0000 0.0005
6 Propeller flange (shaft supported at front
0.0000 0.0040
and rear journals) full indicator reading ......................................runout:
7 Crankshaft gear on crankshaft ............................................... diameter: 0.0005T 0.0020L
Camshaft
8 Center journal (shaft supported at end
0.000 0.0010
journals) full indicator reading.....................................................runout:
Main journal............................................................................ diameter: 1.3725 1.2735
9 Camshaft gear on camshaft flange......................................... diameter: 0.0005T 0.0015L
10 Accessory drive gear on camshaft ......................................... diameter: 0.0005T 0.0015L
11 Accessory drive gear on in crankcase.................................... diameter: 0.0015L 0.0035L
12 Accessory drive gear to camshaft ..........................................backlash: 0.0020 0.0160
13 Connecting rod on crankpin........................................... end clearance: 0.0060 0.01100
N/A Camshaft lobe and journal finish -20 Ra; all other camshaft surface finish requirement - 400 Ra
1. If the crankshaft is worn beyond these limits, the crankshaft may be repaired by grinding the crank pins and journals to 0.010 inches under
new shaft limits and re-nitriding. Crankshaft machining may be accomplished by a repair facility certified for specialized crankshaft repairs
Figure D-11. Crankshaft Surface Finish

31 October 2011
Table D-12. Connecting Rod & Pushrod Dimensional Limits

Dimensions (inches)
Index Part (Figure D-12) Minimum Maximum
1 Bushing in connecting rod ......................................................... diameter: 0.0020T 0.0045T
2 Bolt in connecting rod................................................................ diameter: 0.0005L 0.0023L
3 Connecting rod bearing on crankpin ......................................... diameter: 0.0005L 0.0030L
4 Connecting rod on crankpin ............................................. end clearance: 0.0060L 0.0110L
5 Connecting rod bushing (per inch of length) .......... twist or convergence: 0.0000 0.0005
6 Hydraulic tappet in crankcase ...................................................diameter: 0.0010L 0.0025L
7 Piston pin in connecting rod bushing......................................... diameter: 0.0014L 0.0021L
8 Pushrod (STD) assembly .............................................................. length: 12.366 12.396
Pushrod (P030) assembly ............................................................. length: 12.0396 12.426
Pushrod entire length when rotated on spherical ends) (TIR).......runout: --- 0.020
Pushrod .............................................................................surface finish: See Figure D-13
8 Connecting Rod Dimensions................................................................. See Figure D-14
Note: T= Tight L= Loose
Figure D-12. Installed Connecting Rod Fits & Limits

31 October 2011
Figure D-13. Pushrod Dimensions
Figure D-14. Connecting Rod Dimensions

31 October 2011
Figure D-15. Gear Backlash

Table D-13. Gear Backlash
Dimensions (inches)
1 Crankshaft gear and camshaft gear ..........................................backlash: 0.0080 0.0120
2 Crankshaft gear and idler gear..................................................backlash: 0.0080 0.0120
3 Crankshaft gear and starter gear ..............................................backlash: 0.0080 0.0120
4 Governor drive gear and governor driven gear .........................backlash: 0.0040 0.0080

31 October 2011
D-8. Stud Height Settings
Inspect studs for corrosion, distortion, stripped or incomplete threads, or looseness. Check
stud alignment using a tool maker’s square. No stud shall exceed the specified extension
unless measurement is specifically stated as “minimum.”
D-8.1. Lubrication System Stud Heights
The engine model specifications feature a variety of oil filter adapters. Regardless of the
location or orientation of the adapter, the filter stud installation instructions and installed
extension length are the same as depicted in Figure D-16 and Table D-14.
Figure D-16. Oil Filter Adapter Stud

Table D-14. Oil Filter Adapter Stud Dimension
Setting Height
Index Location in Figure D-16 Thread Size (inches) Quantity
1 Oil Filter to Adapter Stud 0.75 - 16 X 0.8125 - 16 0.500 - 0.700 1

31 October 2011
D-8.2. Induction System Stud Heights
Figure D-17. Induction Plenum Stud Height

Table D-15. Induction Plenum Stud Heights
Setting Height
Index Location Thread Size (inches) Quantity
1 Stud, Throttle to Plenum 0.25-20-28 X 1.00 0.64-0.67 4

31 October 2011
D-8.3. Accessory Case Stud Heights
Figure D-18. Part No. 653857-2 Accessory Case Stud Heights

Table D-16. Part No. 653857-2 Accessory Case Stud Heights
Setting Height
1 Starter Pad 0.31-18 X 0.31-24 1.34 3
2 Magneto Pad 0.31-18 X 0.31-24 0.70 4
3 Tach Drive Adapter Pad 0.25-20 X 0.25-28 0.75 3
4 Oil Filter Adapter Pad 0.25-20 X 0.25-28 0.75 1
5 Alternator Pad 0.31-18 X 0.31-24 0.88 2
6 Oil Sump Pad 0.25-20 X 0.25-28 0.72 3

31 October 2011
Figure D-19. Part No. 653857-3 Accessory Case Stud Heights

Table D-17. Part No. 653857-3 Accessory Case Stud Heights
Setting Height
1 Starter Pad 0.31-18 X 0.31-24 1.34 3
2 Magneto Pad 0.31-18 X 0.31-24 0.70 4
3 Tach Drive Adapter Pad 0.25-20 X 0.25-28 0.75 3
4 Oil Filter Adapter Pad 0.25-20 X 0.25-28 0.75 1
5 Alternator Pad 0.31-18 X 0.31-24 0.88 2
6 Oil Sump Pad 0.25-20 X 0.25-28 1.16 3

31 October 2011
D-8.4. Cylinder Stud Height Settings
Figure D-20. Cylinder Studs

Table D-18. Cylinder Stud Heights
Stud Height
Index Location (Figure D-20) Thread Size (inches) Quantity
1 Stud, Intake Flange 0.31-18-24 0.83 2
2 Stud, Exhaust Flange (ring lock) 0.31-18-24 0.78 2
3 Stud, Rocker Shaft 0.25-20-28 0.78 4

31 October 2011
D-8.5. Crankcase Stud Height Settings
Find the crankcase studding Part No. that matches the engine model configuration in the
following illustration (Figure D-21) and associated tables (Table D-19 and Table D-20).
Figure D-21. Crankcase Studding Assembly Part No. 653277

31 October 2011
Table D-19. Crankcase Part No. 653277-11 Stud Height Settings
Setting Height
1 Stud, Cylinder Mount Deck 0.375-16-24 X 2.00 0.78 23
3 Stud, Accessory Case Mount Flange 0.25-20-28 X 1.32 3.25 3
5 Dowel, Accessory Case Mount Flange 0.25 X 0.56 0.30 2
6 Oil Sump Flange 0.25-20-28 X 1.06 1.16 3
7 Stud, Lower Accessory Drive Pad 0.25-20-28 X 1.19 0.81 3
9 Stud, 1-3 Side Accessory Drive Pad 0.31-18-24 X 1.31 0.88 4
10 Stud, Fuel Pump Mount Flange 0.31-18-24 X 3.75 0.81 4
11 Stud, Camshaft Cover 0.71 2
12 Stud, Oil Cooler Adapter Pad 0.31-18-24 X 1.31 1.00 2
13 Stud, Lower Accessory Mount 0.31-18-24 X 1.12 NOT USED 0
14 Plug, Engine Front --- --- 2
15 Plug, Number One rear Cylinder Lower --- --- 1
16 Dowel, Starter Jack Adapter 0.25 X 0.65 0.31 1
--- Adapter, Starter Jack --- --- 1
17 Breather, 1-3 Case Half --- 3.68 1
18 Stud, Engine Mount 1
19 Stud, Crankcase Through1 0.43-14-20 X 3.62 2.82 2
20 Stud, Crankcase Through 0.25-20-28 X 3.00 2.62 1
21 Squirt nozzle --- --- 4
1
Stud to be installed with spherical end toward 2-4 side.
2 Flush to 0.020 inside mount leg bore.

31 October 2011
Figure D-21 repeated for reference

31 October 2011
Table D-20. Crankcase Part No. 653277-12 Stud Height Settings
Setting Height
5 Dowel, Accessory Case Mount Flange 0.25 X 0.56 0.30 2
6 Oil Sump Flange 0.25-20-28 X 1.06 1.16 3
9 Stud, 1-3 Side Accessory Drive Pad 0.31-18-24 X 1.31 0.88 4
10 Stud, Fuel Pump Mount Flange 0.31-18-24 X 3.75 0.81 4
11 Stud, Camshaft Cover 0.59 2
12 Stud, Oil Cooler Adapter Pad 0.31-18-24 X 1.31 1.00 2
13 Stud, Lower Accessory Mount 0.31-18-24 X 1.12 NOT USED 0
14 Plug, Engine Front --- --- 2
15 Plug, Number One rear Cylinder Lower --- --- 1
16 Dowel, Starter Jack Adapter 0.25 X 0.65 0.31 1
--- Adapter, Starter Jack --- --- 1
17 Breather, 1-3 Case Half --- 3.68 1
18 Stud, Engine Mount 1
21 Squirt nozzle --- --- 4
1. Stud to be installed with spherical end toward 2-4 side.
2. Flush to 0.020 inside mount leg bore.

31 October 2011

31 October 2011
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IOF-240-B

CONTINENTAL® AIRCRAFT ENGINE

Technical Portions Accepted by the Federal Aviation Administration

Publication M-22 CHANGE 1

Effective Changes for this Manual

List of Effective Pages

Published and printed in the U.S.A. by Continental Motors, Inc.

A IOF-240 Series Engine Maintenance and Overhaul Manual

Service Document Subject Affected Chapter

IOF-240 Series Engine Maintenance and Overhaul Manual i

ii IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual iii

iv IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual v

vi IOF-240 Series Engine Maintenance and Overhaul Manual

Chapter 2. Engine Description

IOF-240 Series Engine Maintenance and Overhaul Manual vii

Chapter 3. Special Tools and Supplies

Chapter 4. Airworthiness Limitations

Chapter 5.Engine Removal & Installation

viii IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual ix

Chapter 7. Engine Operation

x IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual xi

Chapter 9. Engine Preservation and Storage

Chapter 10.Non-Overhaul Repair and

xii IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual xiii

Chapter 11. Engine Overhaul Introduction

Chapter 12. Engine Disassembly

xiv IOF-240 Series Engine Maintenance and Overhaul Manual

Chapter 13.Component Disassembly

Chapter 14. Engine Cleaning

Chapter 15.Overhaul Inspection and Repair

IOF-240 Series Engine Maintenance and Overhaul Manual xv

xvi IOF-240 Series Engine Maintenance and Overhaul Manual

Chapter 17.Engine Assembly

IOF-240 Series Engine Maintenance and Overhaul Manual xvii

Chapter 18. Post-Overhaul Test and

Appendix B.Torque Specifications

Appendix C.Standard Practices

xviii IOF-240 Series Engine Maintenance and Overhaul Manual

Appendix D. Overhaul Dimensional Limits

IOF-240 Series Engine Maintenance and Overhaul Manual xix

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

xx IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual xxi

Figure 1-1. Change Page Identification .................................................................... 1-8

xxii IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual xxiii

xxiv IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual xxv

xxvi IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual xxvii

xxviii IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual xxix

xxx IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual 1-1

1-2 IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual 1-3

1-4 IOF-240 Series Engine Maintenance and Overhaul Manual

IOF-240 Series Engine Maintenance and Overhaul Manual 1-5