GTSIO-520

CONTINENTAL® AIRCRAFT ENGINE

OVERHAUL
MANUAL

TECHNICAL CONTENT ACCEPTED BY THE FAA

Publication X30045
©
2011 CONTINENTAL MOTORS, INC. AUG 2011
Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part No. X30045, dated
August 1978. Previous editions are obsolete upon release of this manual.

Effective Changes for this Manual

0 .................August 1978
1 ............ 31 August 2011

List of Effective Pages

Document Title: GTSIO-520 Series Engine Overhaul Manual
Publication Number: X30045 Initial Publication Date: August 1978
Page Change Page Change Page Change Page Change
Cover............................ 1 B-1 thru B-28 ................0
A................................... 1 C-1-1 thru C-1-16 .........0
i thru x .......................... 0 C-2-1 thru C-2-16 .........0
A-1-1 thru A-1-2 ........... 0 C-3-1 thru C-3-18 .........0
A-2-1 thru A-2-2 ........... 0 C-4-1 thru C-4-20 .........0
A-3-1 thru A-3-6 ........... 0 C-5-1 thru C-5-16 .........0
A-4-1 thru A-4-30 ......... 0 C-6-1 thru C-6-16 .........0
A-5-1 thru A-5-4 ........... 0 C-7-1 thru C-7-18 .........0
A-6-1 ............................ 0
A-7-1 thru A-7-6 ........... 0
A-8-1 thru A-8-2 ........... 0
A-9-1 thru A-9-6 ........... 0
A-10-1 thru A-10-6 ....... 0
A-11-1 thru A-11-4 ........ 0
A-12-1 thru A-12-8 ....... 0
A-13-1 thru A-13-6 ....... 0
A-14-1 thru A-14-4 ....... 0

Published and printed in the U.S.A. by Continental Motors, Inc.

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

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

A GTSIO-520 Series Engine Overhaul Manual

31 August 2011
 FOREWORD
i-1. COMPOSITION.
i-2. This publication is constructed to give
adequate information for complete overhaul
operations for the models covered throughout
these three (3) Chapters A, B, and C.
The basic engine overhaul (Chapter A) is written to
a hypothetical GTSIO-520 engine model, covering
the most common basic items of all engines
involved. Any differences between Chapter A (the
basic) and the letter model engines is adequately
covered by the use of Difference Data Section,
Chapter C. Chapter B is the combined listing of the
Table of Limits for all engines covered in this
manual. Personnel overhauling any engine model
covered by this consolidated manual will be con-
cerned only with the Difference Data Section,
indexed by the letter of his particular engine
model, Chapter A (the basic), and Chapter B Table
of Limits. All pages, figures and tables in this
manual are numbered by the following system:
Page A- 13 -7 refers to the seventh page of Section
13 of Chapter A.
i-3. Chapter A.
i-4. This chapter contains complete overhaul
instructions for the basic GTSIO 520 engine. This
chapter consists of (14) sections numbered I
through XIV. These sections cover the Intro-
duction, Specification Limits, General Description,
Illustrations, Special Tools and Equipment,
Unpacking and Preparation for Service, Storage or
Shipment, Disassembly, Cleaning, Inspection,
Repair and Replacement, Assembly of Sub-
assemblies. Final Assembly, Repair and Testing of
Accessories and Testing after Overhaul, of the basic
model engine. Hereafter, through this manual
Chapter A will be known as the basic model
GTSIO-520.
i-5. Chapter B.
i-6. This chapter consists of the Table of Limits
for all engines covered in this consolidated manual.
The index numbers on the Limits and Lubrication
Chart are listed in the Table of Limits and are
referred to as reference numbers.
i-7. Chapter C.
i-8. This chapter contains the Difference Data
instructions for all engine models as listed in the
Table of Contents. This chapter consists of individ-
ual sections, each relating to a particular engine
model. Each section, along with the instructions
for the basic model in Chapter A, provide complete
coverage for overhaul. The instructions in the
Difference Data Section are to be used in lieu of
those for the same assemblies in the basic model
i-9. AVAILABILITY.
i-10. Further copies of this and other Teledyne
Contintal Motors aircraft service publications may
be purchased through Teledyne Continental
Approved Distributors and Parts Dealers for air-
craft engine parts. It is requested that all orders for
such publications be placed with these facilities.
i-11. SERVICE BULLETINS.
i-12. Important changes in part numbers, inter-
changeability of parts, urgent inspection, man-
datory replacements and modernization infor-
mation are among the subjects of limited interest
and duration covered by factory Service Bulletins,
which are distributed to all Approved Distributors
of aircraft engines and parts and are available for
study at their offices. Service Bulletins of interest
to aircraft owners, operators and maintenance
personnel may be obtained by direct mail on an
annual subscription basis. The charge for this
service covers only postage and handling.
i-13. SERVICE REPORTS AND INQUIRIES.
i-14. It is the policy of Teledyne Continental
Motors to handle all reports of service difficulty
and requests for information through Approved
Distributors. These facilities are constantly in
touch with operation and repair. You will find
them more than willing to help solve your
maintenance problems and well equipped with
experience and facilities to perform any necessary
maintenance work on Teledyne Continental
aircraft engines. There is an Approved Distributor
at most major airports.
i
 .. . ......
.... .
...... .. .A-6-1
.A-7-1
.A-7-1
.A-7-2
.A-6-1
A-7-5
A-7-2
A-7-3
A-74
A-7-5
A-7-3

CHAPTER A (BASIC)
TABLE OF CONTENTS

Section Page
Forew ord . . . . . . . . . . . . . . . . . .
i-1. COMPOSITION ........... i.
i-9. AVAILABILITY ...........
i11. SERVICE BULLETINS.......
i-13. SERVICE REPORTS ........

I INTRODUCTION A-1-1
1-1. Scope . . . . . . . . . . . . A-1-1
1-3. Difference Data Sections... A-1-1
1-5. Related Manuals ....... A-1-1
1-6 Definition of Terms..... A-1-1
1-7 Cylinder Arrangement .... A-1-1
1-9 Aircraft Engine Nameplates A-1-1
1-8 Definitions and Abbreviations A-1-2

II. SPECIFICATIONS, LIMITS AND CHARTS A-2- 1

III GENERAL DESCRIPTION A-3-1

3-1. Construction .. . . . . . A-3-1
3-2. Functional Systems ......... A-3-2

IV ILLUSTRATION S A-4-1

V SPECIAL TOOLS AND EQUIPMENT A-5-1

VI UNPACKING AND PREPARATION FOR SERVICE, STORAGE OR SHIPMENT A-6-1

6-1. Unpacking ................... .
6-2. Preparation for Service ............. .
6-3. Preparation for Storage ............ .

VII DISASSEMBLY A-7-1

7-1 Aircraft Parts and Accessories . .
7-2 Extent of Disassembly ......... . . .
.
7-3 Parts to be Discarded .......... .
74 Disassembly Stand ........... .
7-5 Preliminary Cleaning .......... .
7-6 Ignition System ............ .
7-7 Fuel Injection System ......... .
7-8 Induction System ........... .
7-9 Magneto and Accessory Drives. .
7-10 Oil Sump ................ .
7-11 Oil Cooler . . . . . . . .. . . . .. . .
7 12 Alternator Assembly .......... .
7-13 Starter and Starter Drive Adapter.. .
7-14 Oil Pump Assembly .......... .
7-15 Cylinders and Pistons......... .
7-16 Crankcase .. . . . .. . .. . .. .. .
7-17 Camshaft Assembly .......... .
7-18 Crankshaft Assembly .......... .
ii
CHAPTER A TABLE OF CONTENTS (continued)

Section Page
VIII CLEANING PARTS A-8-1
8 1 Materials and Processes. ............................... A-8-1
8-2 Specific Parts. .................................... A-8-1
8-3 Valves. ....................................... A-8-1
8-4 Cylinders. ...................................... A-8-1
8-5 Pistons. ....................................... A-8-2
8-6 Crankshaft. ..................................... A-8-2
8-7 Crankcase. ..................................... A-8-2
8-8 Ball Bearings. ................................... A-8-2

IX INSPECTION A-9-1
9-1 Definition of Terms .. .. ... ..... .. .. .. .. .... . ... . .. .. A 9-
9-2 Protection from Corrosion. ............................. A-9-1
9-3 Visual Inspection. .................................. A-9-1
9-4 Magnetic Particle Inspection. ............................ A-9-2
9-5 Fluorescent Particle Inspection. .......................... A-9-2
9-6 Dimensional Inspcction. ........................... A-9-2
9-7 Protective Coating. ................................. A-9-2
9-8 Application of "Alodine 1200".............................A-9-2
9-9 Repair of "Alodized" Surfaces . . . . ........................ A-9-3
9-10 Enamel Coatings. .................................. A-9-3
9-11 Specific Inspections. ................................ A-9-3
9-12 Crankcase. ..................................... A-9-3
9-13 Crankshaft and Propeller Driveshaft. ........................ A-94
9-14 Crankshaft and Counterweight Bushings. ...................... A-94
9-15 Camshaft. ...................................... A-9-5
9-16 Connecting Rods. .................................. A-9-5
9-17 Gears. ........................................ A-9-5
9-18 Pistons and Rings. .............. ................. A-9-5
9-19 Cylinders. ...................................... A-9-5
9-20 Hydraulic Valve Lifters. .............................. A-9-6
9-21 Intake Tubes. .................................... A-9-6
9-22 Lubrication System. ................................ A-9-6
9-2 3 Fuel Injection System. ............................... A-9-6
9-24 Ignition System. ................................. A-9-6

X REPAIR AND REPLACEMENT A-10-1

10-1 Castings. ...................................... A-1b-1
10-2 Stud Replacement. ................................. A-10-1
10-3 Helical Coil Insert Installation. ........................... A-10-1
104 Cylinders. ...................................... A-10-2
10-5 Crankshaft Assembly. ................................ A-10-3
10-6 Idler Gear. ..................................... A-104
10-7 Magneto and Accessory Drive Adapter Assembly. ................. A- 10-4
10-8 Tachometer Drive Housing. ............................. A- 10-4
10-9 Starter Drive Adapter. ............................... A-1 0-4
10-10 Oil Pump Assembly. ................................ A-1O0-4
10-11 Ignition Cables. ................................... A-10-4
10-12 100% Replacement Parts At Normal Major Overhaul. ................ A-10-5

iii
 CHAPTER A TABLE OF CONTENTS (continued)

Section Page
XI ASSEMBLY OF SUBASSEMBLIES A-11-1
11-1 New Parts .. . . . . . . . . . . A-1 1-1
11-2 Tightening Torques .................. A-11-1
11-3 Final Cleaning ..................... A-1 -
11-4 Lubrication . . ... . . . . . . . . . . . . . . .. . A-1 1-1
11-5 Oil Pump Assembly .................. A-11-1
11-6 Starter Adapter Assembly .............. A-112
11-7 Cylinders ........................ A-1 1-2
11-8 Piston and Ring Assemblies .............. A-1 1-3
11-9 Pushrod Housings ................... A113
11-10 Crankshaft and Connecting Rods........... A-11-3
11-11 Camshaft ........................ A-1 1-4
11-12 Alternator Assembly .................. A-1 1
11-13 Crankcase . . . . . . . . . . . . . . . . . . . . . . . A-1 1-4
11-14 Fuel Injection Control and Air Throttle Body Assembly A- 1 1-4
O il Cooler . . . . . . . . . . . . . . . . . . . . . . . A- 114

XII FINAL ASSEMBLY A-12-1

12-1 General Instructions.... A-12-1
12-2 Crankcase ......... A-12-1
12-3 Crankshaft Assembly.... A-12-1
12-4 Camshaft Assembly .... A-12-1
12-5 Propeller Shaft ....... A-12-1
12-6 Crankcase Reassembly... A-12-2
12-7 Cylinders .......... A-12-3
12-8 Oil Pump .......... A-12-4
12 9 Starter Adapter ...... A-12-4
12-1 0 Alternator Assembly.... A-12-4
12-11 Oil Cooler......... A-12-5
12-12 Magneto and Accessory Drive Adapters A-12-5
12-13 Oil Sump . A 12-5
12-14 Induction System ..... A-12-5
12-15 Fuel Injection System ... A-12-6
12-16 Magneto Drive Gears.... A-12-6
12-17 Placing Crankshaft in Timing Position A-12-6
12-18 Magnetos .......... A-12-6
12-19 Ignition Harness ...... A-12-7
12-20 Fuel Lines ......... A-12-7
12-21 Final Parts ......... A-12-7

XIII REPAIR AND TESTING OF ACCESSORIES A-13-1

13-1 Hydraulic Valve Tappets .. .. . A13-1
13-2 Disassembly .. . . . . . A-13-1
13-3 Cleaning and Inspection........ A-13-1
13-4 Testing ................ A-13-2
13-5 Reassembly .............. A 13-2
13-6 Oil Cooler ............... A-13-3
13-7 Testing ................ A-13-4
13-8 Lubrication .............. A-134
13-9 Accessories .............. A-134

iv
CHAPTER A TABLE OF CONTENTS (continued)

Section Page
XIV TESTING AFTER OVERHAUL A- 14-1
14-2 Test Equipment .................... A-14-1
14-3 Engine Test After Overhaul. ........................... A-14-2
14-4 Starting Procedure ...... ............ A-14-2
14-5 Preservation. ..................................... A-14-2
14-6 Engine Run-In After Top Overhaul Of One Or More Cylinders. ........... A-14 3

CHAPTER A
LIST OF ILLUSTRATIONS

Figure No. Title Page

A-4-1 Cylinder Numbering Diagram ........................... A4-1
A-4-2 Three-Quarter View GTSIO-5 20-C. ....................... A4-2
A4-3 Three-Quarter View CTSIO-520D ....................... .. A-4-2
A4-4 Three-Quarter View CTSIO-5 20-H ........................ A4-3
A-4-5 Three-Quarter View GTSIO-5 20-K. ....................... A-4-3
A4-6 Three-Quarter View GTSIO-520-L........................ A4-4
A4-7 Three-Quarter View GTSIO-520-M. ....................... A44
A-4-8 Gear Train Diagram ................................ A-4-5
A-4-9 Lubrication System Diagram. .......................... A4-6
A4-10 Cutaway View of Hydraulic Valve Lifter. .................... A4-7
A4-1 1 Magneto and Accessory Drives .......................... A4-8
A-4-12 Oil Sump. .................................... A-4-9
A-4-13 Alternator Assembly. .............................. A-4-1 0
A4-14 Oil Cooler. .................................... A-4-1 1
A.4-15 Starter Adapter .................................. A4-12
A4-16 Oil Pump Assembly. ............................... A-4-13
A4-17 Cylinder and Piston Assembly. .......................... A-4-14
A4-18 Crankcase Assembly. ............................... A-4-15
A4-19 Camshaft Assembly. ............................... A-4-17
A-4-20 Crankshaft Assembly. .............................. A-4-18
A-4-2 1 Stud Location. .................................. A-4-19
A-4-22 Inspecting Ring Side Clearance. ........................ A-4-19
A-4-2 3 Cylinder Machining Dimensions. ......................... A-4-20
A-4-24 Installing Typical Helical Coil Insert. ....................... A-4-2 1
A-4-2 5 Installing Spark Plug Hole Helical Coil Insert. .................. A-4-21
A-4-26 Expanding Spark Plug Hole Helical Coil Insert. ................. A-4-2 1
A-4-27 Removing Spark Plug Hole Helical Coil Insert. .................. A-4-2 1
A4-28 Valve Rocker Bearing Dimensions. ........................ A-4-2 1
A-4-29 Connecting Rod and Bushing Dimensions and Installation. ........... A-4-2 2
A4-30 Counterweight with Oversize Bushings. ..................... A-4-2 3
A4-31 Installing New Starter Adapter Needle Bearing. ................. A-4-23
A-4-32 Exploded View of Ignition System. ....................... A-4-24
A4-33 Alternator Drive Gear Installed. ......................... A-4-26
A-4-34 Valve Spring Installation. ............................ A-4-26
A-4-35 Alignment of Timing Marks. ........................... A-4-26
A-4-36 Checking Rocker Arm Clearance. ........................ A-4-26
A-4- 37 Installing Cylinder Baffles. ............................ A-4-26

June 1980 v
CHAPTER A LIST OF ILLUSTRATIONS (continued)

Figure No. Title Page

A-4-38 Torquing Sequence ......................... A-4-2 7
A-4-39 Installing Cylinder.......................... A-4-27
A-4-40 Timing Marks ........................... A-4-28
A-4-41 Installing Oil Seal on Prop Drive Shaft Gear ................ A-4- 29
A442 Prop Drive Shaft Gear and Oil Seal Installed
with Retaining Ring and Spring in Cavity . . .. . . . . . . . ... . . A-4-29
A-4-43 Wiring Diagram.................................................... A-4-3 0
A-5-1 Borrough's Cylinder Base Nut Wrenches................. A-5-2
A-5-2 Starter Adapter Bearing Installer.................... A-5 -2
A-5-3 Piston Ring Compressor ....................... A-5-2
A-5-4 Push Rod Spring Compressor. ................... A-5-2
A-5-5 Valve Lifter Bleed Down Tester .................... A- 5-2
A-5-6 Schematic Diagram of a Differential Pressure Tester ............ A-5-3
A-5-7 Engine Transportation Stand ..................... A-5-3
A-5-8 Valve Spring Compressor....................... A-5-3

CHAPTER B (TABLE OF LIMITS)

LIST OF TABLES

Table No. Page

1 Table of Limits...................... B-1
.. .. .. .. . .
2 Tightening Torques.................... . ... .. .. . . B-9
3 General Use -Tightening Torques............... .. ... . .. .. B-9
4 Pipe Plugs ....................... B-10
5 Magnetic Particle Inspection............... .. ... .. . .. B-11
6 Critical New Parts Dimensions ............... .. ... .. . .. B-12
7 Inspection Chart ..................... .. ... .. .. . B-14
8 Standard and Oversize Stud Identification ........... . .. .. .. .. . B-24
9 Stud Setting Heights.................... . .. ... .. . . B-2 5
10 Helical Coil and Special Tool Data .............. . .. ... .. . . B-26
11 Crankshafts and Crankcases................. . .. ... .. . . B-26
12 Table of Lubricants .................... B-2 7

CHAPTER B
LIST OF ILLUSTRATIONS

Figure No. TITLE Page

B-1 LIMITS CHART (Chart 1) ............ B-5
....................
B-2 LIMITS CHART (Chart 2) ............ .................... B-6
B-3 LIMITS CHART (Chart 3) ............ .................... B-7
B-4 LIMITS CHART (Chart 4) ............ .................... B-8
B-5 CRANKCASE STUD HEIGHTS .......... .................... B-24

vi
 CHAPTER C (DIFFERENCE DATA)
TABLE OF CONTENTS

Section Page
1. DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520-C C-1-1
General Information ...............-............. C-1-2
Detail Engine Specifications ........................ C-1-2
Operating Test Limits ........................... C-1-4
Major Overhaul Test Run..........................C-i-5
Start Oil Consumption Determination C-1-5
Fuel Injection System ........................... C-1-6
Cleaning, Inspection and Repair ....................... C-1-6
Reassembly................................C-1-6
Induction System.............................C-1-6
Cleaning,Inspection and Repair ........................ C-1-7
Reassembly............................... C-1-7
Crankcase ................................ C-1-7
Magneto and Accessory Drives........................C-i-7
Cleaning,Inspection and Repair........................C-1-7
Reassembly ............................... Cx1-7
Turbocharger Oil Inlet Adapter ....................... C-1-
Improved Valve Stem and Guide Q C-1-

II. DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520-D C-2-1

General Information .............................. C-2-2
Detail Engine Specifications ........................ C-2-2
Operating Test Limits...........................C-2-4
Major Overhaul Test Run ......................... C-2-5
Start Oil Consumption Determination.....................C-2-6
Fuel Injection System...........................C-2-6
Disassembly...............................C-2-6
Cleaning, Inspection and Repair ....................... C-2-6
Reassembly...............................C-2-6
Induction System ............................ C-2-7
Disassembly...............................C-2-7
Cleaning,Inspection and Repair........................C-2-7
Reassembly...............................C-2-7
Turbocharger Oil Inlet Adapter ....................... C-2-7
Improved Valve Stem and Guide Lubrication..................C-2-7

III. DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-5 20-H C-3-1
General Information ........................... C-3-2
Detail Engine Specifications ........................ C-3-2
Operating Test Limits...........................C-3-4
Major Overhaul Test Run..........................C-3-5
Start Oil Consumption Determination.....................C-3-5
Fuel Injection System...........................C-3-6
Disassembly...............................C-3-6
Cleaning, Inspection and Repair ....................... C-3 -6
Reassembly...............................C-3-7
Induction System ............................ C-3-7
Disassembly...............................C-3-7
Cleaning,Inspection and Repair ....................... C-3-7

vii
 CHAPTER C TABLE OF CONTENTS (continued)

Section Page
III CONTINUED
Reassem bly...............................C 3-7
Improved Valve Stem and Guide.......................C-3-7
Turbocharger Oil Inlet Adapter ....................... C-3-8

IV. DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-5 20-K C-4-1
General Information...........................CA4-2
Detail Engine Specifications ........................ C-4-2
Operating Test Limits...........................C-4-4
Major Overhaul Test Run ......................... C-4-5
Start Oil Consumption Determination.....................C-4-5
Exhaust Assembly............................ C4-6
Removal and Disassembly......................... C4-6
Assembly and Installation ......................... C-4-6
Hot Prime Equipment...........................C-4-6
Removal and Disassembly......................... C4-6
Assembly and Installation ......................... C4-6
Induction System .............................- 4-6
Removal and Disassembly .......................... 4-6
Assembly and Installation ......................... C-4-7
Oil Sump............................... C4-47
Removal and Disassembly ..........................- 4-7
Assembly and Installation ......................... C4-7
Oil Cooler ................................- 4-7
Removal and Disassembly.........................CA4-7
Assembly and Installation ......................... C-4-7
Oil Pump Assembly ............................ -4-7
Removal and Disassembly ..........................- 4-7
Assembly and Installation ......................... C-4-7

V. DIFFERENCE DATA SECTION FOR THE MODEL GTSIO 520-L C-5-1

General Information ............................- 5-2
Detail Engine Specifications .........................- 5-2
Operating Test Limits ........................... 2-5-4
Major Overhaul Test Run ......................... C-5-5
Start Oil Consumption Determination.....................C-5-5
Induction System ............................ C-5-6
Cleaning, Repair and Replacement ...................... -5-6
Reassembly...............................C-5-6
Fuel Injection System...........................C-5-6
Cleaning, Inspection and Repair ...................... C-6
Reassembly ............................... -5-6

VI. DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520-M C-6-1

General Information............................C-6-2
Detail Engine Specifications ........................ C-6-2
Operating Test Limits ........................... -6-4
Top or Minor and Major Overhaul Test Run ...................- 6-5
Start Oil Consumption Determination ..................... C-6-5
Induction System ............................ C-6-6

Viii
CHAPTER C TABLE OF CONTENTS (continued)

Section Page
VI CONTINUED
Cleaning, Repair and Replacement......................C-6-6
Reassembly...............................C-6-6
Fuel Injection System...........................C-6-6
Cleaning, Inspection and Repair.......................C-6-6
Reassembly...............................C-6-6

VII. DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520N C-7-1

General Information ............................. C-7-2
Detail Engine Specifications..........................C-7-2
Operating Test Limits ............................ C-7-4
Special Test Items Required or Equivalent ................... C-7-5
Major Overhaul Test Run...........................C-7-6
Start Oil Consumption Determination ..................... C-7-6
Inducation System..............................C-7-7
Cleaning, Repair and Replacement.......................C-7-7
Reassembly.................................C-7-7
Fuel Injection System ............................ C-7-7
Cleaning, Inspection and Repair........................C-7-7
Reassembly ................................. C-7-7
Fuel Injection Adjustment Procedures....................C-7-18

CHAPTER C
LIST OF ILLUSTRATIONS

Figure No. Title Page

C 11 Fuel Injections System (GTSIO-520 C) .................... C-1-9
C- 12 Induction System (GTSIO-520-C) ...................... C-1-10
C- 1-3 Crankcase Assembly (GTSIO-5 20-C) ..................... C-1-11
C-1-4 Magneto and Accessory Drives (GTSIO-520-C) ................. C-1-12
C-1-5 Fuel Manifold Valve Fitting Location (GTSIO-520-C) .............. C-1-13
C-1-6 Control Valve Fitting Locations (GTSIO-520-C).................C-1-14
C-1-7 Fuel Pump Fitting Locations (GTSIO-520-C)..................C-1-15
C-1-8 Cran kcase Stud Setting Heights ....................... C-1-16
C-2-1 Fuel Injections System (GTSIO-520 D) .................... C-2-9
C-2-2 Induction System (GISIO-520-D) ...................... C-2 -10
C-2-3 Fuel Manifold Valve Fitting Locations (GTSIO-520-D) .............. C-2-11
C-2-4 Control Valve Fitting Locations (GTSIO-5 20-D).................C-2-12
C-2-5 Fuel Pump Fitting Locations (GTSIO-520-D)..................C-2-13
C-3-1 Fuel Injection System (GTSIO-5 20-H) .................... C-3-9
C-3-2 Induction System (GTSIO-520-H) ...................... C-3-11
C-3-3 Control Valve Fitting Locations (GTSIO-520 H).................C-3-12
C-3-4 Manifold Valve Fitting Locations (GTSIO-520-H) ................ C-3-13
C-3-5 Fuel Pump Fitting Locations (GTSIO-5 20-H)..................C-3-14
C4-1 Exhaust Assembly (GTSIO-520-K). .~....................C4-8
C4-2 [lot Prime Equipment (GTSIO-5 20-K).................... C4-9
C4-3 Fuel Injection System (GTSIO-520-K).................... C4-10
C-4-4 Induction System (GTSIO-520-K) ...................... C4-11
C-4-5 Oil Sump(GTSIO-5 20-K)......................... C4-13

MARCH 1981 ix
CHAPTER C LIST OF ILLUSTRATIONS (continued)

Figure No. Tide Page

C-4-6 Oil Cooler (G'TSIO-5 20-K)........... .. . . . . . . . . . . . .C -4-14
C-4-7 Oil Pump Assembly(GTSIO-520-K) ....... .. . . . . . . . . . . . .C -4-15
C-4-8 Crankcase Stud Setting Heights (G'TSIO-520-K) .. .. . . . . . . . . . . . .C-4-16
C-4-9 Fuel Pump Fitting Locations(GTSIO-5 20-K).... .. . . . . . . . . . . . .C-4-17
C-4-10 Fuel Manifold Fitting Locations (GTSIO-5 20-K).. .. . . . . . . . . . . . .C-4-18
C-4-11 Air Throttle & Controller Fitting Locations (K) ... .. . . . . . . . . . ...C4 -19
C-5-1 Induction System (GTSIO-520 L) ........ .. . . . . . . . . . . . .C-5-8
C-5-2 Fuel Injection System (GTSIO-520L) ...... .. . . . . . . . . . . . .C-5-9
C-5-3 Manifold Valve Fitting Locations (GTSIO-5 20-L) .. .. . . . . . . . . . . . .C-5 10
C-5-4 Control Valve Fitting Locations (GTSIO-520-L)... .............. C-5-1 1
C-5-5 Fuel Pump Fitting Locations (GTSIO-520-L).... .. . . . . . . . . . . . .C-5-12
C-5 -6 Crankcase Stud Setting Heights (GTSIO-5 20 M). ............. C-513
C-6-1 Induction System (GTSIO-520-M)........ .. . . . . . . . . . . . .C-6-8
C-6-2 Fuel Injection System (GTSIO-520-M) ...... .. . . . . . . . . . . . .C-6-9
C-6-3 Manifold Valve Fitting Locations (GTSIO-520-M) .. . . . . . .. . . . . .C-6-1 0
C-6-4 Control Valve Fitting Locations (GTSIO-520-M) .. . . . .. . . . . . . .C-6-11
C-6-5 Fuel Pump Fitting Locations (GTSIO-5 20-M).... . ..... . .... . . ... . ... . C-6-12
C-6-6 Crankcasc Stud Setting Hcights(GTSIO-520-M) ... .. . . . . . .. . . . . .C-6-13
C-7-1 Induction System (GTSIO-520-N)......................C-7-9
C-7-2 Fuel Injection System (GTSIO-520-N) ................... C-7-10
C-7-3 Manifold Valve Fitting Locations (GTSIO-520-N)...............C-7-11
C-7-4 Fuel Control Fitting Locations (GTSIO-520-N) ............... C-7-12
C-7-5 Fuel Pump Fitting Locations (GTSIO 520-N) ................ C-7-13
C-7-6 Crankcase Stud Setting Heights (GTSIO-520-N)...............C-7-14

Graph No.
C-7-1 Fuel Flow Limits (GTSIO-520-N)......................C-7-15
C-7-2 100% Power Fuel Pump Pressure Limits (GTSIO-520-N)...........C-7-16
C-7-3 Meterer Fuel Pressure vs. Fuel Flow (GTSIO-520-N).............C-7-17

x MARCH 1981
 SECTION I
INTRODUCTION
1-1. SCOPE.
1-2. This Chapter comprises the overhaul in-
structions for a hypothetical GTSIO-520 engine,
hereafter referred to as the "basic" engine. This
is a 6 cylinder horizontally opposed, geared, turbo-
charged, fuel injected, air cooled, 4 cycle engine
manufacturered by Teledyne Continental Motors,
Aircraft Products Division, Mobile, Alabama.
1-3. DIFFERENCE DATA SECTIONS.
1-4. Sections I thru XIV of this manual contain
overhaul instructions for the basic engine. Overhaul
and test instructions for specific models are pro-
vided in the latter sections by the use of Difference
Data Sections.
1-5. RELATED PUBLICATIONS. Detail part
numbers and service assemblies for this engine are
contained in Parts Catalog X-30046A. Operating
instructions are contained in Operator's Handbooks
as follows: GTSIO-520-C, X-30047; GTSIO-520-D,
X-30079, GTSIO-520-F, X-30128, GTSIO-520-H, X-
30129, GTSIO 520-L, X 30532, GTSIO-520-M, X-
30533, and GTSIO-520-N, X-30551.
a. Service instructions for the Prestolite
Starter and Alternator may be obtained from the
Prestolite Company, Division of Eltra Corporation,
51 1 Hamilton Street, Toledo, Ohio 43601.
b. Service instructions for the Bcndix
Magnetos may be obtained from Bendix Electrical
Components Division, Sidney, New York 13838.
C. Service instructions for the Delco-Remy
Starter and Alternator may be obtained from
Delco-Remy Division, General Motors Corporation,
Anderson, Indiana.
1-6. DEFINITION OF TERMS. Front, rear, left
and right, as used in this manual, refer to the
engine as viewed by the mechanic in a normal
position, facing the accessory end.
1-7. CYLINDER ARRANGEMENT. Cylinders
are numbered starting from the rear, with odd
numbers on the right and even numbers on the left.
1-8. AIRCRAFT ENGINE NAMEPLATES.
BEFORE Teledyne Continental Motors can issue
anyone a new nameplate, the person involved must
first contact his local FAA office and obtain
approval from them in accordance with FAR Part
45, Section 45.13 (b).
In addition, if the old nameplate has been lost, it
will be necessary to supply a notarized statement
to that effect, giving the engine model and full
serial number along with the evidence of FAA
approval.
The old nameplate (when available) must be
submitted to TCM along with evidence of FAA
approval, and a remittance in the amount listed in
current price list to cover costs involved in the
handling, stamping and mailing of a new,
permanently-stamped nameplate.
Because we did not, in all cases, make it mandatory
in the past, we wish to emphasize that a nameplate
wll not be supplied at the request of anyone unless
the remittance is received with the request.
All request, along with the correct remittance,
should be sent to the following address to expedite
shipment:
Teledyne Continental Motors
Attn: Service Department
P. 0. Box 90
Mobile, Alabama 36601
OCTOBER 1980 A-1-1
 If, for any reason, it becomes necessary to check on Term Explanation
the status of your nameplate, call (205) 438-34 11
and ask for "Service Department," or address your in.("); Inches
inquiry to the Mobile address given above Hex.; Hexagon
specifying "Attn: Service Department." hr.: Hour
Left Side: Side on which No's 2, 4 and 6
1- 9. DEFINITIONS AND ABBREVIATIONS cylinders are located
Lbs.: Pounds
Term Explanation Lock Wire: Soft steel wire used to safety con-
nections, etc.
A.B.C.: After Bottom Center Man.: Manifold or manometer
Approx.: Approximately Max.: Maximum
A.T.C.: After Top Center Min.: Minimum
Bar.: Barometric 3 0': Thirty minutes of angle (60' equal
B.B.C.: Before Bottom Center one degree)
Brake Horsepower N.P.T.: National pipe thread (tapered)
B.T.C.: Before Top Center N.C.: National Coarse (thread)
F.A.A..: Federal Aviation Administration N. F.: National Fine (thread)
O.D.: outside Diameter
c.f.m.: Cubic feet per minute Press.: Pressure
Center of Gravity pS.i.: Pounds per square inch
Dia.: Diameter Rear: Accessory end of engine
Degrees of Angle Right Side: Side on which No.'s 1,3 and 5
0
F: Degrees Fahrenheit cylinders are located
Fig.: Figure (Illustration) R. P.M.: Revolutions per minute
Front: Propeller End Std.: Standard
T. D. C.: Top dead center
ft.: Foot or feet
Temp.: Temperature
G.P.M.: Gallons per minute Torque: Force x lever arm (125 ft. - lbs.
1120: Water torque = 125 lbs. force applied one
Hg.: Mercury ft. from bolt center or 62-1/2 lbs.
Inside Diameter applied 2 ft. from center)

A-1-2 MARCH 1981

 PURCHASED ACCESSORIES TMEAUELMT
TEMPERATURE LIMITS

Accessory Qty. Indicated Condition Minimum Maximum

Controller................... 1 Oil temperature at take-off 75F -
Regulator Assembly, Fuel Pressure...... 1 Oil temperature - 240 0 F
Magneto. ................... 2 Cylinder head temperature - 4600 F
Starter..................... 1 (bayonet thermocouple)*
Alternator................... 1 Magneto temperature - 170F
Turbocharger................. 1 (at coil hold-down screw)
Oil Cooler ................... 1 * Installed in tapped holc in bottom of cylinder hcad. Applicable only
Intercooler.................. 1 with downdraft cooling system.
Fuel Pump .1.......... .
Spark Plugs. ................. 12

IGNITION SYSTEM DETAILS PRESSURE LIMITS

Feature Value Indication Minimum Maximum

Left magneto fires lower No. 1, 3, 5 and Oil pressure (idling) 10 psi -
upper No. 2, 4, 6 plugs. Oil pressure (in flight) 30 psi 60 psi
Oil pressure ( with cold oil) - 100 psi
Right magneto fires upper No. 1, 3, 5
and lower No. 2, 4, 6 plugs

Firing order (cylinder numbers) 1-4- OIL VISCOSITY GRADES

5-2-3-6
AirportAmbient Air Temperature S.A.E. Grade

CHARACTERISTICS AND DIMENSIONS All Temperatures 15W - 50,

20W - 50
Dimension Vadue Or if Temperatuers Are:
Piston strokes per cycle........ 4 Below 400 F. 30 or 10W - 30
Number of cylinders ......... 6 Above 400 F. 50
Cylinder bore (in.).......... 5.25
Piston stroke (in.) . . . . . . . . . 4 Ambient Air Temperature (Sea Level)

June 1980 A-2-1/A-2-2

 SECTION III
GENERAL DESCRIPTION
3-1. CONSTRUCTION.
a. GENERAL. The arrangement and
appearance of engine parts and components are
illustrated in Section IV, Chapter A. Additional
information will be found in the Limits and
Lubrication Charts.
b. CRANKCASE. Two aluminum alloy cast-
ings are joined along the vertical center plane to
form the complete crankcase. The individual cast-
ings (with studs and inserts) will be referred to as
the "left crankcase" and the "right crankcase"
throughout this publication.
1. Bosses molded in the crankcase castings are
line bored in the assembled castings to form
bearings for the camshaft and seats for the pre-
cision, steel-backed, lead-alloy lined crankshaft
main bearing inserts. Provision has been made in
the crankcase halves at the top front to support the
propeller driveshaft. Precision guides are bored
through lateral bosses for the tappets and for the
governor drive shaft. A needle bearing is pressed
into the right crankcase, to the right of the rear
main bearing, to support the front end of the
starter shaftgear.
2. Cylinder mounting pads on the left crank-
case are further forward than the corresponding
pads on the right crankcase to permit each con-
necting rod to work on a separate crankpin. Each
pad has six studs and two through bolts for
attaching cylinder base flanges. The governor
mount pad is located on the side of the left
crankcase at the lower front corner. The alternator
pad is located on the right crankcase at the front.
3. The crankcase interior is ventilated by a
breather consisting of a tube and baffle assembly
with a side extension for hose attachment. The
breather assembly is pressed into the upper left
crankcase.
C. CYLINDERS. The aluminum alloy heads
are heated and valve seats and guides are installed
prior to the head being screwed and shrunk onto
the steel alloy barrel to make the permanent head
and barrel assembly. Valve guides are then reamed
to specific diameters. Special 18mm helical coil
thread inserts are installed in upper and lower
spark plug holes. Exhaust valves are faced with a
special heat and corrosion-resistant material. The
solid valve stem tips are hardened. The outer valve
spring retainers are locked to the stems by tapered,
semi-circular keys which engage in the stem
grooves. Valve rocker covers are stamped sheet
steel cadmium plated. Rocker shafts are fully
machined, chrome plated steel. The rocker shafts
are held in place by screws in the cylinder rocker
bosses. Valve rockers are steel forgings with
pressed-in bronze bushings, hardened pushrod
sockets and rocker faces. Pushrods are composed
of steel tubes and pressed in, hardened, forged steel
ball ends which are center drilled for oil passages.
The pushrod housings are beaded steel tubes. The
bead at the cylinder end retains a washer and seal
ring. The bead at the crankcase end retains a heavy
spring, washer, seal ring and a second washer.
d. VALVE MECHANISM. Oil fed to hy-
draulic valve lifters, under pressure from the
crankcase main galleries, is divided between the
overhead system, the lifter guide surfaces and the
reservoirs inside the lifters. The oil which reaches
the pushrod ends is forced through the pushrods to
the drilled rockers and the groove between their
bushings. Each valve rocker directs a portion of its
oil, through a nozzle, towards the respective
valve stem. The oil spray from the rockers lubri-
cates the valve stems and springs. Oil is returned to
the crankcase through the pushrod housings which
are sealed to cylinder heads and crankcase by
rubber seals. Drain holes in valve lifter guides direct
the returning oil to the sump.
e. CRANKSHAFT. The six-throw steel alloy
forging is machined all over except for some sur-
faces of the crankcheeks. The main bearing
journals and crankpins are nitrided after grinding.
The front end of the crankshaft has an internal
spline which mates with a quill shaft to drive the
reduction gear. The reduction gear in turn drives
the propeller driveshaft which has a flange formed
on the front for attachment of the propeller. The
crankshaft has side blades projecting from the
A-3-1
crankcheeks and are machined for the installation
of third order counterweights. Oscillation of the
counterweights on their pins dampen crankshaft
torsional vibration. The crankshaft gear is shrunk
onto the crankshaft and is located by a dowel.
A snythetic rubber oil seal which is stretched over
the crankshaft is seated between the crankcase
castings in the front shaft exit, and is sealed to the
crankshaft by a helical spring inside the seal cavity.
f. CONNECTING RODS. The "I" beam-type
connecting rods have split bronze piston pin
bushings and two identical precision inserts (of the
same type as the main bearings) at the crankpin
end. Weight variation of two rods in any one bay is
limited to 1/2 ounce.
g. PISTONS. Pistons are aluminum alloy cast-
ings or forgings. The skirts are solid and have cy-
lindrical relief cuts at the bottom to clear crank-
shaft counterweights. All GTSIO-520 series engines
built since 1975 incorporate a four (4) ring piston
and ring assembly replacing the original five (5)
ring model. Some engines in current production are
manufactured with a piston which incorporates a
cast steel insert into which the top ring groove is
machined. Because of the weight difference, these
piston configurations are not to be intermixed.
Piston pins are full floating ground steel tubes with
permanently forged-in aluminum plugs. Weight
variation is limited to 1/2 ounce in opposite bays.
h. CAMSHAFT. A steel alloy forging is
machined on four journals, nine camlobes and the
gear mount flange at the rear end. The lobes and
journals are hardened and ground. A groove around
the front journal passes engine oil from the right
crankcase cross passage to the left crankcase
passage. The camshaft gear is attached by four
unequally spaced bolts to locate its timing mark in
relation to the camlobes. A cluster gear is bolted
with the camshaft gear and drives the fuel pump
gear.
i. TAPPETS. The barrel-type hydraulic
tappets may be removed and replaced without
complete disassembly of the engine, as described in
Section XIII. The construction and operation of
the tappets are described in paragraph A-3-1d and
figure A-4-10. Current tappets incorporate a new
snap ring, which is red in color. The most
discernible difference between the new and old
A-3-2 MARCH 1981
tappets is that the ball socket of the old tapered
from the center nearly to the O.D., while the
newer design, which must use the new snap ring,
shoulders roughly half way between the center and
the O.D. The socket hole diameter differences are
1/16" for the old and 1/8" for the new.
3-2. FUNCTIONAL SYSTEMS.
a. GEAR TRAIN. Figure A-4-8. When starting
the engine torque is transmitted from the starter
(16), through adapter components (17 thru 21) to
the crankshaft gear (1). As the wormwheel (19) is
turned, the clutch spring (20) is tightened onto the
wormwheel hub and grips the knurled drum of the
shaftgear (21). After the engine is started, spring
(20) is returned to its normal position, thus
disengaging the starter. The shaftgear (21) is now
used to transmit torque from the crankshaft gear
(1) to the generator drive pulley.
1. Torque from the crankshaft (2) is trans-
mitted by the crankshaft gear (1) directly to the
idler gear (12) and camshaft gear (3)
2. The idler gear (12) drives the magneto
drive gears (14, 15). Optional accessories mounted
on the crankcase upper rear are driven by internal
splines of magneto drive gears.
3. The fuel pump drive gear (22) is driven by
the camshaft cluster gear (3). The splined end of
the oil pump and tachometer drive gear (8) mates
with internal splines of the camshaft gear (3) and
transmits torque to the oil pump drive gear (9) and
tachometer drive gear (1 1). The governor drive
bevel gear (6) on the front of the camshaft (4)
drives the governor driven bevel gear (7).
4. The internal splined front end of the
crankshaft (2) transmits torque to the propeller
shaft drive gear (24) through an externally splined
quill shaft (23). The drive gear (24) then drives the
propeller shaft gear (25).
b. LUBRICATION SYSTEM. Figure A-4-9
1. The engine oil supply is contained in the
sump. The oil is sucked from the sump through the
oil suction tube, to the oil pump to fill the volume
being continually displaced by the rotation of the
pump gears. From the pump gear chamber, oil is
directed to the oil filter chamber and the tacho-
meter drive gear. If the filter should become
clogged, the spring-loaded by-pass valve will open
permitting oil to flow from the gear chamber to
the oil filter outlet. From the oil filter outlet, a
passage leads to the oil pressure relief valve. If, at
any time, the oil pressure exceeds the limit of the
preset, spring-loaded relief valve, oil is passed back
to the inlet side of the pump.
2. From the outlet side of the pump, oil is
directed to the full flow replaceable element oil
filter. A by-pass valve is incorporated in the filter
adapter in the event the element becomes clogged.
From the filter discharge port, oil is directed to the
oil cooler. Oil passing through the oil temperature
control valve is directed either through the cooler
or directly to the gallery in the left crankcase. This
depends on the oil temperature. In this manner,
engine oil temperature is maintained at 1700 F.
From the right crankcase oil gallery, oil is directed
to the right side valve lifter guides and valve
mechanisms. Oil is directed from the right gallery,
through a passage, to the propeller driver and
driven gears. Passages from the left gallery direct
oil to the main crankshaft bearings, prop shaft
bearings, camshaft bearings, valve lifter guides,
valve mechanisms and the governor drive bearings.
Oil is introduced to the propeller governor through
a drilled passage and port in the governor mount
pad. From the governor, oil re-enters the crankcase
through a return port in the mount pad. The oil is
directed to the oil transfer tube, which is located in
the center of the propeller shaft, and on to the
propeller.
3. From a groove in the rear main bearing, oil
is directed through drilled passages to the starter
adapter bearing, idler gear bearing and from the
idler gear bearing to the two magneto bearings.
4. Oil from the starter shaftgear bearing is
conducted through a passage in the shaftgear to
two radial holes from which it is sprayed onto the
shaftgear drum and bearing surface under the
clutch spring. Other parts of the starter drive are
lubricated by this spray. Oil drains back into the
crankcase through a hole in the bottom front side
of the adapter and a slot in the bottom of the
clutch spring sleeve.
5. Each cylinder wall and piston is lubricated
by individual oil squirt nozzles. These nozzles
direct a continuous stream of oil at the piston
inner dome. Oil in the crankcase is returned to the
sump through drain holes.
6. The turbocharger is lubricated by oil from
the crankcase left gallery directed to the turbo-
charger oil inlet through a hose. Oil leaves the
turbocharger at the oil outlet port through a hose
to an oil separator and from these through a hose
to the scavenge pump inlet.
c. INDUCTION SYSTEM. The induction
system consists of a turbocharger, intake mani-
fold assembly, intake tubes, air manifold tubes and
air throttle assembly. In addition most models
include, in the induction system, an inter-cooler
capable of 40% effectivity with a static cooling air
pressure drop across the cooler of 6" H 2 0 pres-
sure.
The exhaust gas driven turbocharger supplies air at
a higher velocity and greater density than attain-
able from ambient conditions. Air from the turbo-
charger discharge side is directed to the air throttle
body which controls the quantity of air to be
inducted in accordance with the setting of the
injector system fuel control unit. From the air
throttle body the induction air is directed through
the manifold riser and intake tubes to the cylinder
intake ports.
The turbocharger-to-fuel injection system manifold
provides pressurized air from the turbocharger
discharge side to the fuel pump and injector
nozzles.
In most installations, the turbocharger has a dual
scroll feature to provide turbo-bleed air for cabin
pressurization in addition to the engine require-
ments. The turbo-bleed air is provided through a
sonic venturi which limits the bleed air to approxi-
mately six pounds of air per minute at sonic flow.
d. IGNITION SYSTEM. High voltage current
is generated and distributed to the upper spark
plugs of the right side cylinders and lower spark
plugs of the left side cylinders by a magneto
mounted on the front of the right crankcase
accessory pad. While the left magneto, mounted on
the front of the left crankcase accessory pad,
supplies high voltage current to the upper left
cylinder spark plugs and the lower right cylinder
spark plugs,. it is also equipped with a double
breaker. The double breaker magneto serves a dual
A-3-3
purpose. When cranking the engine, the retard
breaker and a starting vibrator are in effect, causing
a shower of high voltage sparks to start the engine.
As the engine is started and cranking motor is
disengaged, the retard breaker and starting vibrator
are no longer transmitting spark and the engine is
running on the advance breakers from both
magnetos. The battery operated starting vibrator
furnishes electrical current to the magneto for
retarded ignition starting, regardless of engine
cranking speed. Spark is transmitted to the spark
plugs through high tension cables which pass
through braided, flexible, shielded conduit
assemblies. These assemblies are connected to the
magnetos by coupling nuts and to the spark plugs
by nuts.
e. FUEL INJECTION SYSTEM.
1. GENERAL. The fuel injection system is a
simple, low pressure system of injecting fuel into
the intake valve port in the cylinder head. It is a
multi-nozzle, continuous flow type system which
controls fuel flow to match engine airflow. Any
change in throttle position, engine speed, or a
combination of both, causes changes in fuel flow in
correct relation to engine airflow. A manual
mixture control and a flow gage, indicating meter-
ed fuel pressure, are provided for precise leaning at
any combination of altitude and power setting.
The continuous flow system uses a typical rotary
vane fuel pump. There are no running parts in this
system except for the engine - driven fuel pump.
2. FUEL - AIR CONTROL UNIT. The
function of the fuel-air control unit is to control
engine air intake and to set the metered fuel
pressure for proper fuel-air ratio. There are three
control elements in this unit, one for air, and two
for fuel; one of which is for fuel mixture and the
other for fuel metering.
Main fuel enters the control unit through a strainer
and passes to the metering valve. The position of
the metering valve controls the fuel passed to the
manifold valve and nozzles. A linkage connecting
the metering valve to the air throttle proportions
air-flow to fuel-flow. The position of the mixture
valve determines the amount of fuel returned to
the fuel pump. The fuel control portions of the
fuel-air control unit is enclosed in a shroud and is
blast air cooled to help prevent vapor lock. A fuel
pressure switch, connected to the fuel control unit,
A-3-4
actuates to cause the auxiliary fuel pump to
operate at a high speed if the engine-driven pump
pressure drops below 5 PSI. The auxiliary fuel
pump switch must be ON for the fuel pressure
switch to operate.
3. FUEL DISCHARGE NOZZLES. From
the fuel manifold, individual fuel lines carry
the metered fuel to the fuel discharge nozzles, one
for each cylinder. These nozzles are installed in the
cylinder heads outside each intake valve. An air
bleed and nozzle pressurization arrangement
supplies pressurized air to the nozzle. The air bleed
arrangement aids in vaporization of fuel and by
breaking the high vacuum at idle, maintains the
fuel lines solidly filled and ready for instant
acceleration of the engine. Nozzles are stamped
with a letter on the hex of the nozzle body.
Replacement nozzles must match.
4. FUEL MANIFOLD. From the fuel control
unit, fuel is delivered to the fuel manifold which
provides a central point for dividing fuel to the
individual cylinders.
In the fuel manifold, a diaphragm and plunger
valve raises or lowers, by fuel pressure, to open or
close the individual cylinder fuel supply port
simultaneously. A piston type check valve serves to
insure that the plunger fully opens the outlet ports
before fuel flow starts. Thus, there is no unbalance
restrictions to fuel flow in the fuel manifold. A
fine mesh screen is included in the fuel manifold as
additional protection of the injection nozzles
against dirt or foreign matter.
5. FUEL INJECTION PUMP. The fuel pump
is a positive-displacement, rotating vane type. It
has a shaft for connection to the accessory drive
section of the engine. Fuel enters the pump at the
swirl well of the vapor separator. Here, vapor is
separated by a swirling motion so that only liquid
fuel is fed to the pump. The vapor is drawn from
the top center of the swirl well by a small pressure
jet of fuel and is fed into the vapor return line and
returned to the fuel tank. Since the pump is
engine-driven, changes in engine speed affect total
pump flow proportionally. The pump supplies
more fuel than is required by the engines. There-
fore, a relief valve is provided to maintain a
constant fuel pump pressure. A check valve is
provided so that the auxiliary pump pressure can
bypass the engine-driven fuel injection pump for
starting. In case of engine-driven fuel injection
pump failure, the auxiliary fuel pump will operate
automatically when the auxiliary fuel pump switch
is ON. Incorporated on the fuel injection pump is a
variable orifice controlled by an aneroid on the
pump. The aneroid is controlled by the super-
charger discharge pressure. The variable orifice
controls the pressure from the fuel injection pump
at altitude.
A-3 -5 /A-3-6
 SECTION IV

ILLUSTRATIONS

6
5
4
3
2
1

FIGURE A4-1. CYLINDER NUMBERING DIAGRAM

A-4-1
 FIGURE A-4-2. RIGHT FRONT VIEW - GTSIO-520-C

FIGURE A-4-3. LEFT REAR VIEW - GTSIO-520-D

A4-2
FIGURE A-44. RIGHT FRONT VIEW - GTSIO-520-H

FIGURE A-4-5. LEFT FRONT VIEW - GTSIO-520-K

A-4-3
 FIGURE A-4-6. RIGHT FRONT VIEW - GTSIO-520-L

FIGURE A-4-7. RIGHT SIDE VIEW - GTSIO - 520-M

A4-4
 .25

24
18

22

11

FIGURE A4-8. GEAR TRAIN DIAGRAM

1. Crankshaft Gear 13. Idler Gear Support Pin

2. Crankshaft 14. Left Magneto Drive Gear
3. Camshaft Cluster Gear 15. Right Magneto Drive Gear
4. Camshaft 16. Starter
5. Hydraulic Tappet 17. Worm Drive Shaft
6. Governor Drive Bevel Gear 18. Starter Worm Gear
7. Governor Driven Bevel Gear 19. Starter Worm Weel
8. Oil Pump and Tach 20. Clutch Spring
Drive Shaftgear 21. Starter Shaftgear
9. Oil Pump Driven Gear 22. Fuel Pump Drive Gear
10. Scavenge Driven Gear 23. Quillshaft Gear
11. Scavenge Driver Gear 24. Prop Shaft Drive Gear
12. Idler Gear Assembly 25. Prop Shaft

A-4-5
 FIGURE A-4-9. LUBRICATION SYSTEM DIAGRAM
A-4-6
FIGURE A4-10. CUT-AWAY VIEW OF HYDRAULIC VALVE LIFTER

1. Body
2. Spring, Plunger
3. Housing, Check Valve
4. Spring, Check Valve
5. Plate, Check Valve
6. Plunger
7. Socket
8. Ring, Retaining
9. Oil Groove, Exterior
10. Oil Inlet, Body
11. Oil Groove, Interior
12. Oil Inlet, Plunger
13. Oil Reservoir, Plunger
14. Hole, Oil Discharge
15. Oil Reservoir, Body
16. Hole, Oil Outlet

A-4-7
 FIGURE A-4-11. MAGNETO AND ACCESSORY DRIVES

1. Nut, Hex 13. Gasket

2. Washer, Lock 14. Bushing
3. Washer, Plain 15. Seal, Oil
4. Cover 16. Gear
5. Gasket 17. Bushing, Coupling
6. Nut, Hex 18. Retainer
7. Washer, Lock 19. Sleeve
8. Washer, Plain 20. Gear
9. Nut, Hex 21. Bearing
10. Washer, Lock 22. Gear
11. Washer, Plain 2 3. Sleeve
12. Adapter, Accessory

A-4-8
 11

FIGURE A4-12. OIL SUMP

1. Gasket, Annular
2. Plug
3. Screw, Ilex Head
4. Washer, Lock
5. Washer, Plain
6. Sump Assembly,Oil
7. Gasket, Oil Sump
8. Screw, Hex Head
9. Screw, Hex Head
10. Washer, Plain
11. Tube Assembly, Suction
12. Gasket, Suction Tube

A4-9
 CUT AND BEND AS SHOWN.
Must Not Touch Thrust Washer

AND CUT AS SHOWN.

Not Extend Beyond End Of Shaft.

OTTER PIN HEAD IN SLOT

8
5

12
11
10 4

FIGURE A4-13. ALTERNATOR ASSEMBLY

1. Nut, Hex 8. Key, Woodruff

2. Washer, Lock 9. Washer, Thrust
3. Washer, Plain 10. Gear Assembly, Alternator Driven
4. Alternator Assembly, Complete 11. Bushing
5. Gasket, Alternator 12. Spring, Clutch
6. Pin, Cotter 13. Hub Assembly, Gear Driven
7. Nut, Slotted Hex

A-4-10
 6 7

12

15
17

FIGURE A-4-14. OIL COOLER

1. Nut, Hex 11. Washer, Plain

2. Washer, Lock 12. Bolt
3. Washer, Plain 13. Cooler, Engine Oil
4. Nut, Hex 14. Gasket, Oil Cooler-to-Crankcase
5. Washer, Lock 15. Elbow, Oil Inlet
6. Washer, Plain 16. Nut, Hex
7. Washer, Plain 17. O-Ring
8. Washer, Plain 18. Valve Assembly,Oil Temperature
9. O-Ring Control
10. O-Ring 19. Reducer, Bushing

A-4-1 1
 1

8
43
30
7

20

FIGURE A-4-15. STARTER ADAPTER

1. Nut, Hex 16. Nut, Slotted Hex 31. Gear, Worm Wheel
2. Washe r, Plain 17. Washer, Plain 3 2. Beari ng, Ball
3. Starter 18. Damper, Torsional 3 3. Spacer
4. O-Ring 19. Key, Woodruff 34. Screw
5. Nut, Hex 20. Screw 3 5. Washer, Tab
6. Washer, Lock 21. Washer, Lock 36. Ring, Retainer
7. Washer, Plain 22. Washer, Plain 3 7. Pin
8. Screw 23. Cover, Starter Adapter 38. Bushing
9. Screw 24. Spacer 39. Gear, Worm
10. Washer, Lock 25. O-Ring 40. Key, Woodruff
11. Gasket 26. Seal, Oil 41. Bearing, Ball
12. Shaftgear, Starter 27. Ring, Retaining 42. Shaft, Worm Drive
13. Ring, Retaining 28. Gasket, Cover-to-Adapter 43. Bearing, Needle
14. Key 29. Adapter Assembly, Starter
15. Spring 30. Spring, Clutch

A-4-12
 1 8

.2
3

11
12

13
39
14

15
34 37
16
17 17
40

FIGURE A4-16. OIL PUMP ASSEMBLY

1. Gasket, Oil Pump 19. Spring, Oil By-Pass Valve 36. Seal, Oil
2. Washer, Plain 20. Gasket, Annular 37. Stud
3. Washer, Lock 21. Pin and Plug Assembly, By-Pass Valve 3 8. Gasket, Tach Drive Pad
4. Nut 22. Gear Assembly, Oil Pump Driver 39. Cover, Tach Dri've Pad
5. Housing Assembly, Oil Pump 23. Pin, Dowel 40. Washer, Plain
6. Stud 24. Gear, Bevel, Tach Drive 4 1. Washer, Lock
7. Plug 25. Key, Woodruff 42. Nut
8. Gear Assembly, Oil Pump Driven 26. Body Assembly, Scavenge Pump 43. Gasket, Annular
9. Bushing, Oil Pump Gear 27. Elbow 44. Plug and Screen Assembly
10. Plunger, Oil Pressure Relief Valve 28. Plug 45. Shaft Assembly
11. Spring, Oil Pressure Relief Valve 29. Gear, Scavenge Pump Driver 46. Pin Dowel
12. Washer, Spring Guide 30. Gear Assembly, Scavenge Pump Driven 47. Gear, Bevel, Tach Drive
13. Screw Adjusting 3 1. Bushing 48. Gasket, Gear Box Cover
14. Gasket, Annular 3 2. Washer, Plain 49. Cover
15. Housing, Oil Pressure Relief Valve 33. Washer, Lock 50. Screw
16. Washer, Copper 34. Nut, Plain 5 1. Washer, Lock
17. Nut, Adjusting Screw 35. Cover Assembly, Scavenge Pump 5 2. Washer, Flat
18. Valve, Oil By-Pass

A-4-13
 31

20
19

24.

40

FIGURE A-4-17. CYLINDER AND PISTON ASSEMBLY

Note: Current production engines are built with

four ring pistons.Do not intermix.

1. Screw, Fillister 18. Packing, Push Rod Housing 3 5. Ring, Compression

2. Washer, Lock 19. Nut, Flanged 36. Ring, Oil
3. Washer, Plain 20. Nut, Flanged 37. Ring, Scraper
4. Cover, Rocker 21. Cylinder Assembly 38. Ring, Retaining
5. Gasket, Rocker Cover 22. O-Ring, Cylinder Base 3 9. Body, Valve Lifter
6. Screw 23. Key, Valve Spring Retainer 40. Spring, Cylinder Baffle
7. Washer, Tab 24. Roto Coil Assembly, Exhaust 41. Baffle, Cylinder Head
8. Shaft, Valve Rocker 25. Retainer, Valve Spring Intake 42. Insert, Spark Plug Thread
9. Screw, Drive 26. Spring, Valve Outer 43. Plug
10. Bushing, Rocker 27. Spring, Valve Inner 44. Insert, Rocker Shaft
11. Rocker, Valve 28. Retainer, Valve Spring Inner 45. Stud
12. Retainer, Rocker Shaft 29. Valve, Exhaust 46. Gasket
13. Rod Assembly, Push 30. Valve, Intake 47. Nut, Exhaust Flange
14. Housing, Push Rod 31. Pin, Piston 48. Guide, Valve
15. Spring, Push Rod Housing 3 2. Piston 49. Insert, Exhaust Valve
16. Washer, Push Rod Housing 3 3. Ring, Compression 50. Insert, Intake Valve
17. O-Ring, Push Rod Housing 34. Ring, Compression 51. Washer

A-4-14 MARCH 1981

FIGURE A4-18. CRANKCASE ASSEMBLY
A-4-15
 1. Rod, Oil Gauge 49. Nut, Hex 97. Bolt, Hex Head
2. O-Ring 50. Washer, Lock 98. Stud
3. Screw 51. Washer, Plain 99. Eye, Lifting, Right Side
4. Tube, Oil Gauge Rod 52. Bolt, Hex Head 100. Eye, Lifting, Left Side
5. O-Ring 53. Nut, Hex 101. Nut, Flanged
6. Ring, Oil Gauge Lock 54. Washer, Lock 102. Washer, Plain
7. Oil Cap and Retainer Assembly 5 5. Washer, Plain 103. Nut, Flanged
8. Gasket, Oil Filler Cap 56. Bolt, Hex Head 104. Washer, Plain
9. Neck Assembly, Oil Filler 57. Washer, Plain 105. Nut, Hex
10. Gasket, Oil Filler Neck 58. Nut 106. Washer, Lock
11. Nut, Hex 59. Washer, Lock 107. Washer, Plain
12. Washer, Lock 60. Washer, Plain 108. Bracket, Engine Mount
13. Washer, Plain 61. Bolt, Hex Head 109. Insert, Thread
14. Cover 62. Bolt, Hex Head 110. Nut, Hex
15. Gasket 63. Washer, Plain 111. Washer, Lock
16. Clamp, Breather Hose 64. Eye, Lifting, Front 112. Washer, Plain
17. Hose 65. Nut, Hex 113. Nut, Flanged
18. Hose 66. Washer, Plain 114. Washer, Plain
19. Tee, Breather 67. 0-Ring 115. Bracket, Engine Mount
20. Nut, Hex 68. Bolt, Hex Head 116. Insert, Thread
21. Washer, Lock 69. Washer, Plain 117. Plug, Timing Hole
22. Washer, Plain 70. 0-Ring 118. Valve, Timing Hole Plug
23. Housing, Needle Bearing 71. Nut, Flanged 119. Pin, Timing Indicator
24. Bearing, Needle 72. Spacer 120. Bolt, Crankcase Thru
25. Gasket, Needle Bearing Housing 73. Nut, Hex 121. Bolt, Crankcase Thru
26. Nut, Hex 74. Washer, Plain 122. Bolt, Crankcase Thru
27. Washer, Lock 75. Nut, Hex 123. Bolt, Crankcase Thru
28. Pin, Idler Gear Support 76. Washer, Lock 124. Bolt, Crankcase Thru
29. Gasket, Idler Gear Support 77. Washer, Plain 125. Bolt, Crankcase Thru
30. Bolt, Hex Head 78. Screw, Hex Head 126. Crankcase, Left
31. Washer, Plain 79. Eye, Lifting 127. Crankcase, Right
32. O-Ring 80. Spacer 128. Nut, Hex
3 3. Bolt, Hex Head 81. Nut, Hex 129. Washer, Lock
34. Washer, Plain 82. Washer, Lock 130. Washer, Plain
35. Bolt, Hex Head 83. Washer, Plain 131. Bracket, Engine Mount
36. Washer, Lock 84. Bolt, Hex 132. Insert, Thread
37. Washer, Plain 85. Washer, Plain 133. Nut, Hex
38. Bolt, Hex Head 86. Nut, Hex 134. Washer, Lock
39. Washer, Plain 87. Washer, Lock 135. Washer, Plain
40. Bolt, Hex Head 88. Washer, Plain 136. Bracket, Engine Mount
41. Washer, Lock 89. Screw, Hex Head 137. Insert, Thread
42. Washer, Plain 90. Valve, Manifold and Bracket 138. Tube, Breather
43. Nut, Hex 91. Nut, Hex 139. Screw, Drive
44. Washer, Lock 92. Washer, Lock 140. Plate, Identification
45. Washer, Plain 93. Washer, Plain 141. Bearing, Needle
46 Washer 94. Bolt, Hex Head 142. Nozzle, Squirt
47. Cover, Governor Pad 95. Eye, Lifting, Rear 143. O-Ring
48. Gasket, Governor Pad 96. Spacer

A-4-16
 2

FIGURE A-4-19. CAMSHAFT ASSEMBLY

1. Gear, Bevel, Governor Drivcn

2. Gear, Bevel, Governor Drive
3. Key, Woodruff
4. Screw, Hex Head
5. Gear, Cam Cluster
6. Gear, Camshaft
7. Camshaft

A4-17
 32

16
18 29

19

38
39
1

37

FIGURE A-4-20. CRANKSHAFT ASSEMBLY.

1. Pin, Cotter
2. Nut, Slotted, Special
3. Bolt, Connecting Rod, Special 17. Screw
4. Cap, Connecting Rod
5. Rod, Connecting
6. Bearing, Connecting Rod
7. Bushing, Piston Pin
8. Ring, Retainer
9. Plate, Damper
10. Pin, Damper
11. Bushing, Damper
12. Counterweight
13. Screw, Hex Head
14. DELETED
15. Gear, Crankshaft 29. Tube, Oil Transfer
16. Ring, Retainer 30. Sleeve Assembly
31. O-Ring
18. Plate, Quill Shaft 3 2. Bearing,Prop Shaft
19. Gear, Prop Shaft Drive 3 3. Washer, Prop Shaft Thrust
20. Shaft, Quill, Prop Drive Gear 34. Screw, Hex Head, Drilled
21. Screw, Hex Head 3 5. Gear, Idler Accessory Drive
22. Plate, Tab Lock 36. Bushing, Idler Gear
23. Gear, Alternator Drive 3 7. Gear,Idler
24. Seal, Crankshaft Oil 38. Bearing, Prop Drive Gear
25. Reinforcing Ring, Oil Seal 39. Bearing, Crankshaft
26. Spring, Oil Seal 40. Dowel, Crankshaft
27. Shaft, Propeller 41. Crankshaft
28. Sleeve, Oil Transfer 42. Bushing

A-4-18 OCTOBER 1980

 FIGURE A-4-21. STUD LOCATION

FIGURE A-4-22. INSPECTION RING SIDE CLEARANCE

June 1980 A-4-19

 "D" DIAMETER (INCH ES)
NEW PARTS SERVICE
SIZE MIN. MAX. LIMIT
STANDARD 5.251 5.253 5.256

FIGURE A4-23. CLYINDER MACHINING DIMENSIONS

A-4-20 June 1980

 FIGURE A-4-24. INSTALLING TYPICAL FIGURE A-4-27. REMOVING SPARK PLUG
HELICAL COIL INSERT HOLE HELICAL COIL INSERT

FIGURE A-4-25. INSTALLING SPARK PLUG

HOLE HELICAL COIL INSERT

THESE SURFACES MUST

BE SQUARE WITHIN
.002 INCH FULL
INDICATOR READING

IN. DIA.
TWO HOLES
IN LINE SECTION A-A

FIGURE A-4-26. EXPANDING SPARK PLUG FIGURE A-4-28. VALVE ROCKER

HOLE HELICAL COIL INSERT BEARING DIMENSIONS

A-4-21
 BREAK SHARP EDGES .01 IN. X
450, IF ORIGINAL CHAMFER WAS
COMPLETELY REMOVED BY BORING
OR REAMING OF REPLACEMENT
BUSHING.

1.00

L BUSHING

A .0005 IN.
MAX. TWIST
(WITH NEW
BUSHING)
BIG END

FIGURE A-4-29.
CONNECTING ROD AND BUSHING
DIMENSIONS AND INSTALLATION

1. Connecting Rod Bushing Removal

and Replacing Tool
2. New Bushing
3. Bushing Split Line
4. Connecting Rod and Cap Assembly

A-4-22
 SECTION A-A

FIGURE A-4-30. COUNTERWEIGHT WITH BUSHING

FIGURE A4-31. INSTALLING NEW STARTER ADPATER

NEEDLE BEARING

A-4-23
 FIGURE A-4-32. EXPLODED VIEW OF IGNITION SYSTEM

A-4-24
 1. High Tension Outlet Plate
2. Ferrule
3. Outlet Plate Grommet
4. Cable Assembly-to-No.1 Lower Spark Plug
5. Cable Assembly-to-No.6 Upper Spark Plug
6. Cable Assembly-to-No.3 Lower Spark Plug
7. Cable Assembly-ro No.2 Upper Spark Plug
8. Cable Assembly-to-No.5 Lower Spark Plug
9. Cable Assembly-to-No.4 Upper Spark Plug
10. Cable Assembly-to-No.1 Upper Spark Plug
11. Cable Assembly-to-No.6 Lower Spark Plug
12. Cable Assembly-to-No.3 Upper Spark Plug
13. Cable Assembly-to-No.2 Lower Spark Plug
14. Cable Assembly-to-No.5 Upper Spark Plug
15. Cable Assembly-to-No.4 Lower Spark Plug
16. Spring
17. Terminal
18. Sleeve
19. Spring
20. Ferrule
21. Nut
22. Ferrule
23. Eyelet
24. Clamp
25. Approved Spark Plug
26. Clamp
27. Screw
28. Nut
29. Clamp
30. Screw
31. Strap
32. Gasket
3 3. Magneto
34. Magneto Holding Washer
3 5. Washer, Lock
36. Nut, Hex, Plain
37. Washer, Plain
38. Bushing,Insulating
39. Bushing, Shouldered
40. Nut, Coupling
41. Washer, Plain
42. Bushing,Insulating
43. Bushing, Shouldered
44. Nut, Couplin
45. Washer, Lock
46. Screw
47. Tubing, Sprial

A-4-25
 FEELER GAGE
.005 -. 035

FIGURE A-4-33. ALTERNATOR

DRIVE GEAR INSTALLED

FIGURE A-4-36.
CHECKING ROCKER ARM CLEARANCE

NOTE:
INNER AND OUTER SPRINGS MUST
BEINSTALLED ASSHOWN

FIGURE A-4-34. VALVE SPRING

INSTALLATION

FIGURE A-4-35. ALIGNMENT OF FIGURE A-4-37. INSTALLING

TIMING MARKS CYLINDER BAFFLE

A-4-26 June 1980

 FIGURE A-4-38. TORQUING SEQUENCE

ASSEMBLY PROCEDURE assemble bolts with flats, on hex parallel rn

1. Insert thru bolts. of crankbore.
2. Snug bolts No.9, 40, 41 & 45. 4. Both sides of crankcase to be cross torqued
3 . Install cylinders 4 & 5.Tighten stud nuts to simultaneously.
300400 in. lbs.
4. Tighten thru bolts No.1, 4 & 9 to 300400 in.
lbs. in sequence shown.
5. Tighten stud nuts to 500 in. lbs.
6. Tighten thru bolts No.1 & 4 to 690-710 in.
lbs. Tighten No.9 to 500 in.lbs.
7. Repeat above on cylinders 2 & 3.
8. Repeat above on cylinder 6.
9. Tighten bolts No. 27,28,44,45,46 & 47 to 650
in. lbs. in sequence shown.
10. Repeat above on cylinder 1.
11. Tighten bolts No. 38 thru 61 to specified tor-
que in sequence shown.

NOTES
1. All stud and thru bolt threads to be lubricated
with Sunoco Way Oil.
2. Nuts on both ends of thru bolts must be tor-
qued.
3. At bolt locations 27 and 28 in alternator bore, FIGURE A-4-39. INSTALLING CYLINDER

A-4-27
 FIGURE A-440. TIMING MARKS

A4-28
FIIGURE A-441. INSTALLING OIL SEAL ON PROPELLER DRIVE SHAFT GEAR

FIGURE A-442. PROPELLER DRIVE SHAFT GEAR OIL SEAL INSTALLED

WITH RETAINING RING AND SPRING IN CAVITY

A-429
 UPPER SPARK PLUGS

TO STARTING VIBRATOR
IGNITION SWITCH
STARTER SWITCH

RIGHT MAG. LEFT MAG.

(SINGLE (DOUBLE BREAKER
BREAKER)

LOWER SPARK PLUGS

ENGINE FIRING ORDER 1 4 5 1 2 36

MAGNETO FIRING ORDER 12 3 4 56

FIGURE A4-43. WIRING DIAGRAM

A-4-30 MARCH 1981

 SECTION V
SPECIAL TOOLS AND EQUIPMENT
5-1. For most overhaul operations, tools in
general use in Aircraft Engine Overhaul Shops will
be sufficient. Certain operations, however, are
more easily accomplished with the special tools
listed herein.
5-2. It is advisable to have an engine tran-
sportation stand with a bed that can be inverted so
certain parts can be removed or installed easily. A
typical engine stand is shown in Fig. A-5-7.
5-3. A Thomas & Betts Crimping Tool, No.
WT-217, should be used for installing new outer
sleeves on the ignition harness.
5-4. Special tools for Aircraft Engines in
general, and the GTSIO-520 in particular, are
manufactured and sold by the Borroughs' Tool &
Equipment Corp., 2429 North Burdick Street,
Kalamazoo, Michigan 49007.
5-5. Fig. A-5-8 depicts Borroughs' Tool No.
2838A used to compress the valve spring while
removing or replacing the valve.
5-6. The wrenches shown in Fig. A-5-1 facilitate
cylinder base nut removal and replacement. Also
available are wrenches for No.'s 5, 6 cylinder thru
bolt. Borroughs P/N 8031 and 8032.
5-7. The tool in Fig. A-5-2 is used for installing
the needle bearing in the starter adapter. This tool
can be manufactured locally in accordance with
the dimensions specified.
5-8. Fig. A-5-4 is a Pushrod Housing Spring
Compressor, designed to enable the mechanic to
install the pushrod housings more easily.
5-9. Use the piston ring compressor shown in
Fig. A-5-3 to check ring gap.
5-10. Fig. A-5-5 depicts a valve lifter bleed down
tester which enables the mechanic to accurately
test the performance of hydraulic lifters.
5-11. Fig. A-5-6 depicts a typical schematic
diagram of a differential pressure tester.
A-5-1
 P/N 5204 RIGHT HAND P/N 5203 LEFT HAND P/N 2882-1 (7/16)
P/N 2882-2 (1/2)
FIGURE A-5-1. BORROUGH'S CLYINDER BASE NUT WRENCHES

010 MAX. R. 52
COLD ROLLED STEEL BAR STOCK

SIDE VIEW END

VIEW

16 x 450 CHAMFER

NOTE: ALL DIMENSIONS IN INCHES

FIGURE A-5-2. STARTER ADAPTER

BEARING INSTALLER
FIGURE A-5-4. PUSH ROD SPRING
COMPRESSOR,BORROUGH'S NO. 68-2

FIGURE A-5-3. PISTON RING COMPRESSOR, FIGURE A-5-5. VALVE LIFTER BLEED DOWN
BORROUGH'S NO. 5201. TESTER, BORROUGH'S NO. BT60C

A-5-2
 FIGURE A-5-6. SCHEMATIC DIAGRAM OF A DIFFERENTIAL PRESSURE TESTER

FIGURE A-5-7. FIGURE A-5-8. VALVE SPRING COMPRESSOR,

ENGINE TRANSPORTATION STAND BORROUGH'S NO.2838A

A-5-3/A-5-4
6-1. UNPACKING.
a. Detach the assembly of shipping crate top
and side panels from the crate base and lift off the
cover assembly. Engines received from the factory
are covered by a moisture proof paper shroud.
Attach a chain hoist to the engine lifting eyes
before loosening the engine mount bracket attach-
ing bolt nuts. Take up slack in the hoist; then
remove the nuts, washers, horizontal bolts and
shock mounts from the mount brackets and four
supporting steel angle members. Lift the engine
straight up until clear of the crate. It is advisable to
support the engine on an assembly stand while
removing packing materials and installing
accessories.
b. Remove dehydrator plugs from the upper
spark plug holes. If the engine is to be installed at
once, turn the crankshaft as necessary, and inspect
the interior of each cylinder. If a pool of oil is
standing in any cylinder it must be drained before
engine is installed. If compression cannot be built
up in any cylinder by turning the crankshaft while
the upper spark plug hole is plugged, remove the
valve rocker cover from that cylinder, and check
valve action. If a valve stem is sticking in its guide,
apply castor oil or engine lubrication oil thinned
with gasoline while the crankshaft is rotated and
until the valve operates freely. Use a new gasket
when replacing the valve rocker cover.
C. Remove the plastic caps from the breather,
exhaust ports, etc.
6-2. PREPARATION FOR SERVICE.
a. The corrosion-preventive oil fed into the
lubricating system and sprayed into cylinders
before shipment of a new engine will mix with
normal engine lubricating oil and will do no harm;
hence, it does not need to be flushed out.
b. Before installing upper spark plugs, coat
their 18mm threads, with only a film of engine oil.
After tightening the upper plugs, insert the cable
terminals and screw on the hex coupling nuts.
Tighten them only moderately. if in doubt as to
proper cable connections, refer to the ignition
wiring diagram.
C. Install the type of thermocouple on the
cylinder specified by the aircraft manufacturer.
d. To install the oil gauge pressure line fitting,
remove the 3/8 in. pipe plug located in the
crankcase between No. 2 and 4 cylinders. Coat the
pipe threads of the fitting with a thin film of
thread lubricant per Table 12.
C. For engines requiring an electrical tacho-
meter generator, remove the mounting pad cover
and install the tachometer generator. Use a new
gasket and new shakeproof internal tooth lock
washers. Before installing any accessory where the
driving (engine) shaft has an oil seal, apply a film
of general purpose grease to the accessory shaft
end.
f. Remove the plugs in the bottom of the
cylinder and install the cylinder drain fittings.
6-3. PREPARATION FOR STORAGE. Ref.
Service Bulletin M74-9
a. If an engine, which has been in operation,
is to be stored much longer than a week under
normal climatic conditions, and if periodic running
to circulate oil is not carried out, it is advisable to
prepare it for storage in the following manner.
b. Operate the engine until the oil temper-
ature reaches the normal range. Drain the regular
oil supply from the sump as completely as possible;
then replace the drain plug.
C. Fill the oil sump to the full (F) mark on
the level gauge with a corrosion-preventive oil
(MIL-C-6529 Type II) which will mix with normal
oil and which is suitable as a lubricant. This oil
must be preheated to 2250 F.
June 1980 A-6-1
 SECTION VII
DISASSEMBLY
7-1. AIRCRAFT PARTS AND ACCESSORIES.
a. Instructions in this section are based on the
assumption that all parts attached by the aircraft
manufacturer, except optional pumps, have been
removed.
b. Accessories supplied by the engine manu-
facturer may be serviced according to instructions
supplied by the applicable accessory manufacturer.
c. Instructions for the maintenance and over-
haul of the turbocharger is supplied in Teledyne
Continental Aircraft Engine Turbocharger Manual,
Form X-30054 or X-30087.
7-2. EXTENT OF DISASSEMBLY. Line draw-
ings reproduced in this section are identical to
those used in the parts catalog, except for the
order of index numbers assigned to components.
Index numbers herein indicate the order of dis-
assembly. In many instances the location of com-
ponents and attaching parts in the illustration will
be sufficient to enable personnel to accomplish
disassembly operations. In these instances such
disassembly is to be accomplished, even though
there are no printed instructions to that effect,
excepting those parts which need to be removed
only for replacement. Such parts include studs,
bushings and other tight fit inserts. The identity of
these will be obvious.
7-3. PARTS TO BE DISCARDED. Discard all
shakeproof washers, lockwires, tab washers, rubber
seal rigs, oil seals, gaskets, cotter pins, hose
connectors and magneto coupling (rubber) bush-
ings in such a manner that they will not be used
again inadvertantly. Care should be taken in
removing gaskets from aluminum parts by scraping.
Such removal should be delayed until the part is to
be cleaned.
7-4. DISASSEMBLY STAND. For greatest ease
of disassembly, this engine should be mounted on
an engine stand with a tilting bed. See the
installation drawings for necessary dimensions for
mounting engine on stand.
7-5. PRELIMINARY CLEANING. Spray, or
apply with a brush, a solvent used for general
cleaning of engine parts. Remove caked dirt on
bolt heads and nuts especially. At the same time
the oil sump drain plugs should be removed to
drain any remaining oil.
CA UTION. ... Do not use a caustic or even mild
alkaline cleaning solution for external precleaning,
as these solutions will also remove the "alodized"
finish of certain aluminum parts.
7-6. IGNITION SYSTEM.
a. Disconnect cables from spark plugs.
b. Remove one screw from each of the valve
rocker covers that attaches the lower spark plug
cable clamps.
c. Detach ignition cable retaining clamps from
fuel discharge brackets.
d. Detach clip from cable bracket on top of
crankcase. Disengage band clamps.
e. Detach high tension cable outlet plates
from magnetos and withdraw them to free cable
assemblies.
f. Remove two attaching nuts, lockwashers
and holding washers from each magneto. Withdraw
magnetos forward from the crankcase.
7-7. FUEL INJECTION SYSTEM.
a. Disconnect tube from air junction fitting.
b. Disconnect the 1-3-5 side air manifold tube
and the 2-4-6 side air manifold tube from the air
junction fitting and remove air junction fitting.
c. Disconnect six injection nozzle sleeve
assemblies from air fuel nozzle tubes and remove
tubes and sleeves.
A-7-1
d. Disconnect six fuel discharge tubes from
manifold valve and nozzles. Compress spring legs of
each clamp and remove clamp. Disconnect hose
assembly from manifold valve and junction box.
Remove nozzles and washers and store in a clean
container. Remove manifold valve and bracket
assembly.
NOTE ... Further disassembly of the nozzles
should not be attempted unless flow test equip-
ment is available.
e. Remove cotter pin, washer and wave wash-
er from rod end of metering unit; then remove nut,
rod end and spring. Remove cotter pin, washer,
wave washer and link rod.
f. Remove four screws and metering unit
shroud. Using a screwdriver pry down the locking
ear of tab washers; then remove screws and tab
washers.Control assembly and shroud are now
free to be removed.
remove riser tube and tube assemblies.
7-9. MAGNETO AND ACCESSORY DRIVES
(See Figure A-4-11)
a. On the 1-3-5 crankcase, remove the
adapter. With the aid of an arbor press remove
bushing and seal from adapter.
b. Remove magneto and accessory drive gear
and sleeve assembly magneto drive coupling bush-
ings and retainer.
c. The 24-6 side will be removed with the
same procedure used for the 1-3-5 side.
7-10. OIL SUMP (See Figure A-4-12)
a. Drain plug and gasket should have been
removed when engine was mounted on stand.
Remove attaching parts and lift sump from engine.
Remove and discard gasket.

g. The throttle and lever assembly will be b. Remove screws and washers and lift off
removed with the induction system. suction tube assembly. Remove and discard gasket.

h. Remove six screws, washers and fuel pump 7-11. OIL COOLER (Sec Figure A4-14)
shroud. Remove four sets of attaching parts
securing fuel pump and vapor separator to case. a. Remove attaching parts and remove oil
cooler. Remove spacers, "O" ring and discard
i. Remove gear and plug assembly and gasket.
coupling.
b. Remove oil temperature control valve.
NOTE . .. Air Throttle Assembly, Metering and
Mixture Control Assembly and Controller 7-12. ALTERNATOR ASSEMBLY (See Figure
Assembly are calibrated as an integral unit, and A4-1 3)
should not be disassembled unless necessary.
a. Remove alternator and gasket. Discard
7-8. INDUCTION SYSTEM. gasket.

a. Loosen hose clamps, sleeves and remove air b. Remove cotter pin, nut and pull hub
throttle assembly. assembly from alternator shaft. Remove Woodruff
key.
b. Remove attaching parts and lift off inter-
cooler or adapter. c. Separate thrust washer, gear assembly,
clutch spring and hub.
c. Remove attaching parts, along with the
crankcase breather hose so that the induction 7-13. STARTER AND STARTER DRIVE
system can be lifted off as an assembly and be ADAPTER (See Figure A4-15).
disassembled on the bench. Remove and discard
gaskets. a. Remove two sets of attaching parts (1, 2)
and pull starter (3) from the starter adapter studs.
d. Loosen clamps and remove hoses, then Remove and discard "O" ring (4).

A-7-2
b. Remove attaching parts (5 thru 10) and
pull starter adapter assembly from crankcase cover
studs. Remove and discard gasket (1 1).
c. Clamp spur gear end of shaft gear (12) in
shielded vise jaws and remove snap ring (13), key
(14), spring (15), nut (16) and washer (17). Pull
torsional damper (1 8) from shaft and remove
Woodruff key (19).
d. Remove attaching parts (20, 21, 22) and
pull cover (23), spacer (24), "O" ring (25), oil seal
and retaining ring (27) from shaft.
e. Use Truarc No. 3 or 23 pliers and remove
retaining ring (27). Remove spacer (24) and "O"
ring (25) from I.D. of oil seal (26), then use arbor
press to press out oil seal from cover. Remove and
discard gasket (28).
f. To remove the shaftgear and clutch
assembly from the adapter, support rear side of
adapter (29) on blocks and tap shaftgear (12) with
a brass drift or pin punch. Remove shaftgear (12),
clutch spring (30) and worm wheel (31) as an
assembly.
g. Use a wheel puller or arbor press to press
the shaftgear (12) from the worm wheel (31),
bearing (32) and spacer (3 3).
h. Clamp worm wheel (3 1) in shielded vise
and remove retaining screw (34) and tab washer
(35). Rotate spring (30) until its depressed end lies
across the upper 1/4 inch hole in the flange. Insert
a 3/16 inch wide screwdriver blade, pry the spring
end outward clear of the drum groove. Hold it out
while pulling the spring away.
i. Clamp adapter (29) in shielded vise and
remove retaining ring (36) with Truarc No. 5 pliers.
Withdraw parts indexed (37 thru 42) as an
assembly.
j. Support bushing and drive out pin (37).
Slide worm gear (39) from shaft (42) and remove
Woodruff key (40). Remove bearing (41) from
shaft (42).
k. See Section VIII to remove needle bearing
(43) from adapter (29).
7-14. OIL PUMP ASSEMBLY (See Fig. A4-16).
a. Loosen oil screen plug (4 4 ),by-pass plug
(21) and oil pressure relief valve housing (15) to
facilitate later removal.
b. Remove nine sets of attaching parts (2, 3,
4), but not those indexed (3 2, 33, 34), and pull oil
pump assembly complete from crankcase cover
studs. Remove and discard gasket (1).
c. Remove oil screen plug(44)and gasket (43).
d. Remove four sets of attaching parts (4041,
42), cover (39) and gasket (38); then remove the
remaining two sets of attaching parts (32, 33, 34)
from the two studs (6) and withdraw the scavenge
pump cover assembly (3 5). Use an arbor press and
remove seal (36).
e. Slide scavenge driven gear assembly (30)
off shaft (22) and out of scavenge pump body
(26). Pull scavenge driver gear (29) off shaftgear
(22) and remove key (25). Remove turbo scavenge
pump body (26) from oil pump housing (5).
f. Remove oil pump driver shaftgear (2 2) and
oil pump driven gear assembly (8) from oil pump
housing (5).
g. Remove oil pressure relief valve assembly
(10 thru 17) and by-pass valve (18 thru 21).
Remove plug (7) to facilitate cleaning. Studs (6)
to be removed only if replacement is necessary.
7-15. CYLINDERS AND PISTONS (See Figure
A-4-17).
a. Rotate engine stand so engine is in inverted
position. Remove attaching parts (1, 2, 3), covers
(4) and gaskets (5).
b. Position crankshaft so valve lifters of
cylinder to be removed are on heels of cam lobes
and both valves are fully closed. Remove screws
(6). washers (7), shafts (8), rocker assemblies (9,
10, 11, 12), and thrust washers (51). Withdraw
pushrods (13).
c. Push the pushrod housing (14) against the
spring (15) until the cylinder flange end is clear.
A-7-3
Lift cylinder end of housing and withdraw from
crankcase. Remove spring (15), washers (16), "O"
rings (17) and packings (18).
d. Remove one flanged nut (19), and three
flanged nuts (20) from each cylinder flange. Rotate
engine stand so engine is in upright position. Make
sure piston in cylinder to be removed is top dead
center. Remove remainder of nuts (19, 20). Cradle
cylinder in arm and withdraw it straight outward.
Catch piston with other hand as it clears the
cylinder to prevent damage to piston or crankcase.
e. Remove packing (22). Use of a cylindrical
wood block anchored to a work bench, with
provisions for clamping the cylinder in place, is
recommended to facilitate removal of valve springs
and to prevent dropping of valves.
f. Compress valve springs and remove keys
(23). Be careful not to cock retainers (24, 25) and
score valve stems. Remove rotocap (24) or retainer
(25), outer spring (26), inner spring (27), and inner
retainer (28). Hold valve stems while lifting
cylinder from its support and lay cylinder on its
side. Stone down any nicks before removing valves
(29, 30).
NOTE ... It is recommended that all exhaust
valves and roto caps be replaced at each major
overhaul regardless of condition.
g. Remove piston pins (31) and piston (32)
and rings (33 thru 37) as an assembly. Remove
rings from piston being careful not to score ring
lands with ring ends.
h. Remove hydraulic valve lifter assemblies
(39). It is recommended that all hydraulic lifters be
replaced at each major overhaul regardless of
condition.
7-16. CRANKCASE (See Figure A4-18).
a. Remove oil gauge rod assembly (1, 2).
Remove one screw (3) and oil gauge rod guide
assembly (4, 5, 6).
b. Unhook and remove oil cap retainer
assembly (7) and gasket (8). Remove the remaining
two screws (3) and lift off oil filler neck (9) and
gasket (10).
A-7-4
c. Remove four sets of attaching parts (1,
12, 13), cover (14) and gasket (15).
d. Breather hose (17) was disconnected from
right crankcase earlier. Disconnect and remove
hoses (17, 18), breather tee (19) and clamps (16)
as an assembly.
e. Remove attaching parts (20, 21, 22),
needle bearing housing (23) and gasket (25) from
crankcase. Use an arbor press to remove needle
bearing (24) from needle bearing housing (23).
f. Remove attaching parts (26, 27), idler gear
support pin (28) and gasket (29).
g. Remove one bolt (30), plain washer (31)
and "O" ring (32): one bolt (33) and plain washer
(34); one bolt (35), lockwasher (36) and plain
washer (37); and two bolts (38) and plain washers
(39).
h. Rotate engine disassembly stand bed so
that right crankcase (127) will be downward. Place
support under casting.
i. Remove one set of attaching parts (40, 41,
42).
j. Remove four sets of attaching parts (43,
44, 45, 46), governor pad cover (47) and gasket
(48).
k. Remove two sets of attaching parts (58, 59,
60), bolt (61), bolt (62), washers (63) and front
lifting eye (64); remove three sets of attaching
parts (53, 54, 55), bolts (56) and washers (57).
1. Remove two sets of attaching parts (65,
66) and "O" rings (67).
m. Remove one bolt (68), washer (69) and
"O" ring (70); then remove three sets of attaching
parts (71, 72) and two sets of attaching parts ((73,
74).
n. Remove six sets of attaching parts (81, 82,
.83), bolt (84) and washers (85).
o. Remove two sets of manifold valve attach-
ing parts (86, 87, 88), bolts (89) and manifold
valve (90).
NOTE . . Bolts (94 or 97 top only) cannot be
removed without removal of stud (98).
p. Remove two sets of attaching parts (101,
102) and two sets of attaching parts (103, 104).
q. Remove four sets of forward mounting leg
attaching parts (105, 106, 107) and mounting leg
(108).
r. Remove two sets of rear mounting leg
attaching parts (109, 110, 111), one set of attach-
ing parts (1 12, 11 3) and mounting leg (1 15).
s. Tap crankcase thru. bolts (120 thru. 125)
with a non-marring hammer and remove carefully
from crankcase so as not to damage threads.
Remove and discard "O" rings (143).
t. Lift off left crankcase; remove camshaft
assembly and governor driven gear (See Fig.A4-19)
u. Remove squirt nozzle (142) as necessary.
(See Figure A-4-18).
7-17. CAMSHAFT ASSEMBLY (See Fig A4-19)
a. Remove governor drive gear (2) and Wood-
ruff key (3).
b. Remove four screws (4) and lift off gear (5)
and gear (6).
7-18. CRANKSHAFT ASSEMBLY (See Figure
A4-2 0).
a. Use wooden blocks under front and rear
main journals of crankshaft during disassembly.
b. Remove cotter pin (1), slotted nut (2), bolt
(3) and separate connecting rod cap (4) and rod
(5). Remove bearing inserts (6). Loosely re-
assemble rod, cap, bolt and nut with their position
numbers attached.
c. Remove retaining rings (8), plates (9) and
pin (1 0) and lift counterweight assembly (1 2) from
crankshaft.
d. Remove six screws (1 3) and gear (1 5).
e. Remove retaining ring (16), two screws
(17), plate (18) and pull prop shaft drive gear (19)
from prop drive gear quill shaft (20) and crank-
shaft (41).
f. If necessary, alternator drive gear (23) may
be removed from the prop shaft drive gear (19) by
removing four screws (21) and two tab lock plates
(22).
g. Remove oil seal assembly (24, 25, 26) from
propeller drive shaft (27). Oil transfer tube sleeve
(28) can be removed by the use of a drift and an
arbor press.
h. Parts (29 thru 39) were removed as crank-
shaft assembly complete was removed from crank-
case.
1. Remove dowel (40) for replacement only.
A-7-5/A-7-6
 SECTION VIII
CLEANING PARTS
8-1. MATERIALS AND PROCESSES.
a. Equipment, processes and materials in
general use in aircraft engine overhaul shops will be
entirely satisfactory for cleaning engine parts: Most
light metal parts of these engines are aluminum
alloys.
b. Do not use any strong alkaline solution to
clean aluminum alloy castings or wrought alumi-
num alloy parts, because all such solutions attack
the bare surfaces too rapidly to permit cleaning
without destruction of the finish. For these parts
use a fortified mineral spirit solvent, sold under
various trade names, for degreasing. If rosin (oil
varnish) or stubborn carbon deposits must be
removed from aluminum alloy parts, they may be
immersed in an agitated bath of an inhibited mild
alkaline cleaning solution marketed for that
purpose. The bath should be maintained at a
temperature of 180 F. to 200 F., and the parts
should remain in it only long enough to loosen the
deposits. Immediately after such cleaning, flush
away all traces of the alkaline material with a jet of
wet steam or by repeated brush application of a
mineral spirit solvent.
CA UTION. ... Any alkaline deposits remaining on
engine interiorparts will react with acids formed in
the lubricating oil to form soap, which will cause
violent foam and may result in failure of the
lubricatingsystem.
C. Trichlorethylene condensation plants pro-
vide excellent degreasing action for steel, alumi-
num and bronze parts. Their disadvantages lie in
the toxic quality of the vapors, removal of enamel
from painted parts, and the drying and hardening
effect on carbon deposits.
d. No polishing compound or abrasive paste
or powder should be needed or employed for
cleaning engine parts. Do not use wire brushes or
wire brush wheels, putty knives, or scrapers to
remove hard carbon deposits, since scratches result-
ing from such methods allow a concentration of
stress at the scratch and may cause fatigue failure.
e. Various hot and cold working solutions
have been marketed for loosening carbon.
Any of these may be employed for that purpose if
they do not attack the metal; however, most such
materials are ineffective against hard carbon de-
posits, since they loosen by dissolving adhesive
rosins which cannot be dissolved after they have
been carbonized by heat.
f. Various blasting techniques can be employ-
ed to remove hard carbon deposits if suitable
equipment is available. The most suitable types of
grit for dry blasting are plastic pellets and pro-
cessed natural materials, such as wheat grains and
crushed fruit pits or shells. Air pressure should be
the lowest that will produce the desired cleaning
action. Small holes and finished surfaces which do
not require cleaning should be protected from the
blast by seals and covers, particularly if the grit is
sharp. Sand and metal grit and shot used for
blasting industrial metals are too abrasive and too
heavy for use on soft metals such as aluminum.
The vapor grit process employs abrasive grit, but of
much smaller size and carefully controlled grades
for various purposes. Carbon may be removed from
piston heads by the vapor grit blasting process,
using No. 80 grit, which is also suitable for cylinder
head interiors, but much too coarse for finished
piston walls and ring grooves. No. 50 vapor blast
grit may be used on cylinder heads for more rapid
cleaning. In any event, the cylinder walls and valve
gudes must be shielded. After any blasting process,
blow off all dust with dehumidified compressed air
and make sure that no grains have lodged in
crevices.
8-2. SPECIFIC PARTS.
8-3. VALVES. Hard carbon may be scraped
from valve heads with a smooth edge scraper,
preferably while the valve is rotated in a high speed
polishing head or lathe. After removal of carbon,
polish the stems first with crocus cloth moistened
in kerosene, then with dry crocus cloth.
8-4- CYLINDERS. Remove oil and loose
material with a mild alkaline cleaner by spraying or
A-8-1
brushing. Remove carbon from the combustion
chambers by soft grit or vapor grit blasting if
equipment is available. Mechanically driven wire
brushes are not recommended for this purpose, due
to the difficulty of avoiding abrasion of the top
ends of the barrels.
8-5. PISTONS. Do not use wire brushes or
scrapers of any kind. Soft and moderately hard
carbon deposits may yield to solvent action, which
should be tried first in preference to harsher
methods. If deposits remain, blast the heads with
soft grit or by the vapor grit method, first having
installed tight-fitting skirt protectors. Ring grooves
may be cleaned by pulling through them lengths of
binder twine or very narrow strips of crocus cloth.
Do not use automotive ring groove scrapers, since
the corner radii at the bottoms of the grooves must
not be altered, nor any metal removed from the
sides. Discoloration and light scoring need not be
removed from piston skirts. The use of abrasive
cloth on the skirts is not recommended, because
the diameters and cam-ground contour must not be
altered. Heavily scored or burned pistons should be
discarded.
8-6. CRANKSHAFT. After degreasing, includ-
ing thorough cleaning of oil tubes and the front
end recess, polish main journals and crankpins,
preferably while the shaft is rotated in a lathe at
approximately 100 R.P.M. First use crocus cloth
moistened in kerosene, then dry crocus cloth.
8-7. CRANKCASE. If possible, the oil passages
should be pressure-flushed with the usual mineral
spirit solvent and inspected as well as possible with
the aid of a flashlight. If the castings are immersed
in an alkaline bath, it is strongly recommended
that such treatment be followed by spraying with a
jet of wet steam and this followed by flushing of
the oil passages with solvent. After the castings
have dried, inspect them thoroughly for alkaline
residues, and remove any traces of scum.
8-8. BALL BEARINGS. The grease-sealed
starter worm shaft bearing should not be soaked in
any solvent. Clean it by wiping with a cloth
moistened in solvent, and dry it with dehumidified
compressed air or with a dry cloth. Soak the other
starter drive ball bearing in solvent or spray with
solvent, and dry with compressed air.
CA UTION ... Do not spin unlubricated ball bear-
ings or allow an air blast to rotate them. Spinning
does not give any indication of the bearing
condition and will cause unnecessary wear. A worn
bearing spinning at a high rate of speed may blow
up.
Immediately after cleaning bare steel parts and
ball bearings, spray them with or dip them in clean
engine oil or, for longer storage, in a corrosion-
preventive oil mixture. Wrap ball bearings in waxed
paper. Wrap or cover other clean parts to protect
them from abrasive dust in the air.
A-8-2
 SECTION IX
INSPECTION
9-1. DEFINITION OF TERMS. The following
definitions apply to terms used to describe kinds of
damage for which parts should be inspected.
a. ABRASIONS: Scratching of a surface,
either by motion while in contact with another
part, by mechanical cleaning, or by resurfacing
with an abrasive cloth or lapping compound.
b. BURNING: As applied to valve heads, this
term indicates roughening or erosion due to high
temperature gases escaping past valve faces. In
other instances, it indicates drawing of the temper
of steel; to be in a soft (blue) condition, as a result
of overheating in absence of lubrication on moving
surfaces, such as gear teeth, subject to high loading.
c. BURR: A sharp projection of metal from
an edge, usually the result of drilling, boring,
countersinking, etc.; but may also be caused by
excessive wear of one or both surfaces adjacent to
the burred edge.
d. CORROSION: Deterioration of a surface,
usually caused by oxidation of metal.
e. ELONGATION: Stretching or increase in
length.
f. FRETTING: Scuffing or deterioration of a
metal surface caused by vibration or chattering
against another part. A fretted steel surface may
appear dull, scuffed or corroded. This depends on
length of time subject to the action, dissimilarity
and link of contacting metal and presence or
absence of moisture.
g. GALLING: Excessive friction between two
metals resulting in particles of the softer. metal
being torn away and "welded" to the harder metal.
h. INDENTATION: Dents or depressions in a
surface caused by severe blows.
i. OXIDATIONS: Chemical combining of a
metal with atmospheric oxygen. Aluminum oxide
forms a tough, hard film and protects the surface
from further decomposition. However, iron oxides
do not form continuous cover or protect under-
lying metal; thus oxidation of steel parts is
progressive and destructive.
j. PITTING (OR SPALLING): Small, deep
cavities with sharp edges, may be caused in
hardened steel surfaces by high impacts or in any
smooth steel part by oxidation.
k. RUNOUT: Eccentricity or wobble of a
rotating part. Eccentricity of two bored holes or
two shaft diameters. A hole or bushing out-
of-square with a flat surface, usually measured with
a dial indicator. Limits stated indicated full
deflection of indicator needle in one revolution of
part or indicator support.
1. SCORING: Deep grooves in a surface
caused by abrasion when fine, hard particles are
forced between moving surfaces, as in bearing and
journal, or by galling when a moving part is not
supplied with lubricant.
9-2. PROTECTION FROM CORROSION. Bare
steel should be covered with oil or corrosion-
preventive oil mixture except during the actual
inspection operations. Since inspection involves
handling of dry steel parts, it is advisable to use a
fingerprint remover solution after each handling;
particularly since perspiration and skin oils often
have a high acid content. Application of lubricating
oil or corrosion-preventive mixture will not neces-
sarily stop corrosion from this cause.
9-3. VISUAL INSPECTION: All parts should be
inspected visually under good light for surface
damage such as nicks, dents, deep scratches, visible
cracks, distortion, burned areas, pitting, pick-up of
foreign metal and removal of enamel coating.
Visual inspection should also determine the need
for further cleaning of obscure areas. Inspect all
studs for possible bending, looseness or partial
removal. Inspect all threaded parts for nicks and
other damage to the screw threads. After visual
inspection the engine parts should be in three
groups: apparently serviceable parts, repairable
parts and parts to be discarded.
A-9- 1
9-4. MAGNETIC PARTICLE INSPECTION:
Inspection by the Magnaflux method must be
conducted on all ferrous parts listed in Table 7,
and in accordance with the methods and data
before dimensional inspection. The Magnaglow
method is recommended whenever the necesary
equipment is available. This method employs
magnetic particles coated with a fluorescent
organic material which may be illuminated with
"black light", as in Zyglo process, to amplify weak
indications. If a crankshaft is doubtful after
circular magnetization and inspection, demagnetize
and remagnetize it longitudinally for further
inspection.
NOTE ... Before magnetic particle inspection,
piston pins and valve rocker shafts must be
polished with crocus cloth.
CA UTION... Before magnetic inspection of any
part, plug small holes leading to obscure cavities
with tight-fitting wood plugs or with a hard grease
which is soluble in lubricating oil to prevent
particles from lodging in places from which they
would be difficult to remove and which places are
not subject to visual inspection. After magnetic
particle inspection, remove all such plugs and clean
the part thoroughly in solvent; then dry with
compressed air. Check for complete
demagnetization.
9-5. FLUORESCENT PARTICLE IN-
SPECTION: This process, commonly known under
the trade name of "Zyglo", is recommended for
inspecting aluminum alloy parts for invisible
cracks. The standard operating techniques for the
process are applicable.
9-6. DIMENSIONAL INSPECTION.
a. INSTRUMENTS. Areas of running parts
and bushings subject to wear should be inspected
for serviceable fit with mating parts by compara-
tive linear measurements and alignment measure-
ments. Use standard pattern precision measuring
instruments such as micrometer calipers, tele-
scoping gauges and dial indicators. The use of a
dial-type cylinder bore gauge is recommended in
preference to other tools not specifically designed
for this purpose.
b. DIMENSIONAL LIMITS. After compara-
tive measurements of mating parts and deter-
A-9-2
mination of running clearance, refer to Table of
Limits, Chapter B and to Limits and Lubrication
Chart to locate the reference number of each fit
and the acceptable limits assigned to it. Limits
under the column heading "New Parts" are
manufacturing limits. All running clearances in this
column apply to mating parts, both of which are
new. The low limit applies in all instances. Such
clearances are allowed to increase with wear to, but
not beyond, the values in the column headed
"Serviceable limit". All press and shrink fits must
be maintained as specified in the "New Parts"
column when the inserted member is replaced.
Oversize parts are supplied, in some instances, to
permit conformity to this requirement.
c. ORIGINAL DIMENSIONS. Although com-
parative measurements of mating parts will deter-
mine the serviceability of the fit, it is not always
easy to determine which part has worn the most.
In some instances (e.g., main journals in new
bearing inserts), accurate measurements of fit are
not possible. While no limits of wear on critical
dimensions have been assigned to specific parts in
most instances, it is helpful in estimating wear to
know the original dimensions. Table 6 lists manu-
facturing limits on important dimensions of new
parts and should be consulted when the serviceability
of a specific part is in doubt.
9-7. PROTECTIVE COATING. The manu-
facturer protects all aluminum alloy castings, sheet
metal and tubing from corrosion by treating all
surfaces of the parts with "Alodine 1200"
(American Paint and Chemical Co., Ambler,
Penn.).
9-8. APPLICATION OF "ALODINE 1200". In
the event the original finish of an aluminum
part has deteriorated or been removed, the part
may be"Alodized" as described in "Alodine"
manufacturers Technical Service Data Sheet No.
AL-1200-D. Wrought or die cast (smooth surface)
parts, such as valve rocker covers and intake tubes,
are tumble blasted prior to machining, if any, to
roughen surface before treatment. Such treatment
should not be employed in overhaul work on parts
with machined surfaces. "Alodine" unlike enamel
or primer will not peel off to contaminate engine
lubricating oil; therefore, corrosion protection can
be afforded to all interior aluminum surfaces and
parts. If an enamel coating is required for a part
previously treated with "Alodine", application of a
primer before painting is not necessary.
"Alodizing" will be performed after all machining
and/or repair operations have been completed. The
surface color of an "Alodized" part may vary from
light gold to dark brown. When a part is treated
with "Alodine 1200" the thickness of the film, or
build up, on the mating or bearing surfaces is so
slight that the effect on dimensional tolerances is
negligible.
9-9. REPAIR OF "ALODIZED" SURFACES.
If "Alodized" parts have been remachined, rubbed
with abrasives or scratched in handling so as to
expose areas of bare aluminum, the surface may be
repaired by local application of "Alodine" solution
in the following steps:
a. Clean bare area thoroughly with carbon
tetrachloride. Do not, under any circumstances,
use an oil base solvent or strong alkaline cleaner.
b. Mix a small quantity of hot water
(180 F.) with 1-1/2 to 2 ounces of "Alodine
1200" powder to form a paste, then gradually
dilute with hot water until a solution of one gallon
is attained. This solution is to be adjusted by
addition of nitric acid to a PH value of 1.5 to 1.7.
c. Apply solution with a rubber set paint
brush in such a manner that solution flows over
bare area. Allow solution to remain on the part
from one to five minutes or until color of the new
film is approximately the same as original.
d. Flush part with clear water and dry with
warm air current. Do not air blast or rub with cloth
to dry new film area. If color is too light, repeat
step "c" until desired color is obtained.
NOTE. ... If "Alodine" does not adhere to metal,
a more severe cleaning method must be used. A
solution of 12 to 16 ounces of Oakite No. 61, or
equal, per one gallon of water is preferred. Apply
and remove the solution with caution because an
alkaline cleaner of this type will remove any
"Alodine" film previously applied. Remove clean-
ing solution thoroughly with plenty of hot water
and vigorous brushing.
9-10. ENAMEL COATINGS. Ferrous parts when
painted with gold enamel will be baked with
infrared equipment for 15 minutes at 275 -
2850 F. following application of each coat.
Magnesium parts will be pickled and primed before
painting, then baked with infrared equipment for
15 minutes at 2750 - 285 F. following each coat of
enamel.
NOTE . If a part that was originally "Alodized"
..
is to be refinished with enamel, it will not be
necessary to apply zinc chromate primer except to
the surface areas completely stripped of
"Alodine".
CA UTION ... Before application of primer and
enamel to a part, carefully mask all connection
joints and mating surfaces. No primer or enamel is
permissible on interior surfaces of any parts con-
tacted by engine lubricatingoil after assembly.
9-11. SPECIFIC INSPECTIONS.
9-12. CRANKCASE.
a. All GTSIO-520 models incorporate two (2)
P/N 639418-3 and four (4) P/N 639418-4 studs
installed as shown in Figure A-4-2 1.
The following categories will have to be considered
if and when it becomes necessary to replace studs
in crankcases in the field.
1. Replacing a stud in a crankcase which
originally had an interference fit and it has either
backed out during disassembly, suffered thread
damage or for other permissible reasons.
2. Replacing a stud in a crankcase which
originally was fitted with Loctite and has backed
out during disassembly.
Category (1) requires that the hole be clean and
substantially free of the original National Oil Seal
compound. If the stud is in good condition after
cleaning, it should be coated with Stud-loc and
reinstalled at the proper driven height and allowed
to set before installing the cylinder (approximately
2 hours). If the stud is not reusable, a stud of
identical size should be selected - e.g. If stud is
standard size, replace with standard of same part
number. If stud is oversize, replace with same
oversize. The idea here is to achieve a "class 3"
type of fit as opposed to an interference fit. A new
"class 3" stud is not suitable for this application
since it would be excessively loose.
A-9-3
Category (2) requires that the old stud be recoated
with Stud-loc and reinstalled and allowed to set up
(2 hours). It is not necessary to clean out the old
Loctite. The hole and stud should be free of oil
and dirt. Oversize studs are not planned at the
present time so if the old stud is not suitable for
reuse, a new "class 3 " stud should be used.
b. All of the cylinder base nuts should be
replaced if any nut was loose at disassembly, if any
of the attaching studs are bent, even slightly, or if
there is definite evidence that a cylinder was loose
at any time. Any of these conditions could have
been caused by reversal of stress which fatigued the
studs and thru bolts installed on the cylinder pad.
Test for bent studs with a toolmaker's square.
When inspecting for casting cracks pay particular
attention to areas on and adjacent to the cylinder
mount pads, tappet guides, bottom flange and
bearing bosses. Look for nicks on machined sur-
faces and scoring in shaft bearings and the shaft-
gear bushing. The castings must be clamped
together at all attaching points before dimensional
inspection of camshaft bearings.
NOTE . .. If camshaft bearings are excessively
worn, the crankcase may be line bored for a 0.020
inch oversize camshaft.
9-13. CRANKSHAFT & PROPELLER DRIVE
SHAFT. In addition to magnetic particle, visual
and dimensional inspection, the shaft should be
mounted on matched vee blocks on a surface plate
(supporting the front and rear main journals) and
rotated under a dial indicator placed to bear on the
center main journal in order to detect excessive
bending. This is of particular importance if the
aircraft has been involved in an accident resulting
in a broken or bent propeller (Refer to Table of
Limits for limits of "run-out" at the center
journal.) The propeller driveshaft is also mounted
on matched vee blocks in the same manner as the
crankshaft. Supporting the driveshaft on the two
bearing surfaces, mount the dial indicator to bear
directly on top of the bearing surface. After the
bearings are checked for run-out, leave the drive-
shaft in the vee blocks and check the oil seal
bearing surface, gear, propeller flange and all points
of importance in accordance with the Table of
Limits. If it is necessary to replace the oil transfer
tube, the hole must be reamed to obtain an
interference fit of 0.0005T to 0.0025T. Criteria for
replacement will be transfer tube hole out of limits
A-9-4 June 1980
or loose in prop drive gear. Use the next largest
oversize replacement sleeve.
9-14. CRANKSHAFT AND COUNTERWEIGHT
BUSHINGS.
a. Excessive localized brinelling of the crank-
shaft damper pin bushings can affect propeller
blade tip stresses. It is, therefore, recommended
that at each normal major overhaul the pin
bushings be inspected and replaced as required.
This applies to both the dampener bushings and
the crankshaft blade bushings.
b. Inspect in the following manner: Measure
the inside diameter of the bushing across points A,
B and C. Take the average of A and B and deduct
this from C. If the difference exceeds 0.001 inch
then the bushing should be replaced.
1. The C measurement should be the point of
maximum diameter which is generally a point
perpendicular to the lengthwise centerline of the
crankshaft.
2. Measurements A and B should be taken at
points approximately 60' either side of point C.
3. After removing the bushings from the
crankshaft blades, measure the inside diameters of
the holes. Select a replacement bushing which will
give an interference fit of 0.001 inch to 0.00 3 inch
for the crankshaft blade holes. Replacement bush-
ings for the counterweight must be with standard
size bushings.
c. Replacement bushings are available in
standard, 0.0015, 0.003 and 0.005 inch oversizes
on the outside diameter. Only the crankshaft blade
bushings may be replaced with oversize bushings.
d. A special tool for removing and replacing
these bushings has been developed by Borroughs
Tool and Equipment Corporation, 2429 North
Burdick Street, Kalamazoo, Michigan. We re-
commend that this tool only be used for these
operations. Removing and replacing bushings with
makeshift tools and methods can result in irrepar-
able damage to the crankshaft and/or dampeners.
e. The number of this tool is Borroughs' Part
No. 4965. It should be ordered directly from
Borroughs Tool and Equipment Corporation.
f. Counterweight pins are identified by dash
numbers stamped in one end. Because the damper
order is controlled by the pin diameter, it is
imperative that the pin with the correct stamp be
properly identified and used.
9-15. CAMSHAFT. Inspect the lobes for scoring,
corrosion and overheating, and the lobes for pitting
at the toes and evidence of overheating or unusual
wear.
9-16. CONNECTING RODS. Use a telescoping
gauge and an outside micrometer caliper to
measure all worn bushings and locally replaced
bushings. If a bushing was replaced locally, it is
also necessary to check its alignment with the big
end bearing seat. The simplest method in making
alignment measurements requires a push fit arbor,
preferably at least eight inches long, for the
bushing bore and another for the bearing Seat, a
surface plate, two matched vee blocks and two
blocks of ground flat steel stock of equal height.
To measure twist, insert the arbors into the rod
bores; then lay the big end arbor in the vee blocks
on the surface plate, and place the ground steel
blocks under the end of the bushing arbor at a
measured distance apart. A feeler gauge may be
used to detect any clearance at either end under
the bushing arbor. This, divided by the separation
of the blocks in inches, will give the twist per inch
of length. (Refer to Fig. A-4-29). To measure
bushing and bearing convergence, mount a dial
indicator on a surface gauge, and swing the rod
around the big end arbor to the vertical position
against a firm stop. Pass the indicator over the
bushing arbor at points an exact number of inches
apart. The difference in readings at the two ends,
divided by the distance between points of measure-
ments, again give the misalignment per inch, as
specified in Figure A-4-29.
9-17. GEARS. Inspect gear teeth for signs of
overheating and excessive wear. Normal wear pro-
duces a fine polish on the tooth thrust faces.
Alteration of the tooth profiles, score marks and
pitting are sufficient cause for rejection.
9-18. PISTONS AND RINGS. Inspect the skirt
for long, deep scores which indicate overheating
and are sufficient cause for rejection. If a tele-
scoping gauge is used in measuring the pin bore, do
not allow the spring pin to expand rapidly so as to
strike the wall hard. Inspect visually for thorough
cleaning, including the oil relief holes in the third
ring groove. it is not necessary to remove light
scores or discoloration from the exterior surfaces,
and it is not advisable to use abrasive (including
crocus cloth) on the skirt, since the cam-ground
contour should not be altered. If the piston is
dimensionally serviceable in other respects and
apparently sound, measure side clearance of new
rings (after measuring their gaps while squared in
cylinder barrel). Install the rings in their respective
grooves in accordance with the piston in use (five
ring, four ring or four ring with steel insert top
groove). Do not intermix piston types. Install with
part numbers toward the piston head and check
side clearance as ilsrtdin Fig. A-4-22. The gaps
of rings should be measured in the barrel first so
that those selected may be left in the piston
grooves, if the grooves are not excessively worn or
distorted. When installing rings, take care not to
allow their sharp ends to scratch the piston lands.
If the cylinder barrel has not been ground oversize
and fits the piston within the allowable clearance
limit, it is permissible to install either standard or
0.005 inch oversize rings, whichever have the
seiidgap. The gap is measured with the ring
pushed up by the piston head to a point in line
with the base flange.
9-19. CYLINDERS. Measure the barrel bore near
the top of the ring travel limit, at the 5-3/4 inch
station from the open end in the thrust direction
and at right angles to that in order to detect
out-of-roundness and wear-in taper. There should
be little or no wear at the open end. Look for bent
barrel fins and broken head fins. Barrel fins can be
straightened if not badly bent or cracked. A
reduction of not over 10% in area of head due to
breakage is allowable. Look for cracked head fins,
and rectify any radial crack by drilling a vee notch
to remove it. If a radial crack extends to the root
of a fin it may have penetrated the wall; hence, the
cylinder should be rejected. If the cylinder base
nuts were loose at disassembly, or if the base studs
were loose or bent, test the machined side of the
cylinder flange for bending, which is cause for
rejection. Measure valve guides for wear and look
for scoring in their bores. Valve seats should be
inspected after refacing to make sure that their
outside diameters are still less than the valve head
diameters. Exhaust valves should be checked for
warpage before refacing. All valves should be
measured in length if the stem tips were ground.
Inspect the spark plug hole and intake flange screw
June 1980 A-9-5
hole helical coil inserts for looseness, deformation
and position. The outer ends should lie in the first
full thread of the tapped hole in which they are
installed. The spark plug hole helical coil has teeth
at the outer end which are forced into the head
metal and should not be visible. If there was an
evdence of overheating of cylinder or piston,
check as well as possible for turning of the head in
relation to the barrel flange. Do not be misled by
findings of heavy discoloration or the appearance
of a seepage at the cylinder head and barrel
attachment area. Security between the cylinder
head and barrel is dependent on the metal to metal
contact of the cylinder barrel top threads and
threads within the head shoulder. Therefore, both
new and rebarreled cylinders may exhibit dark
stains in this area sometime after installation. This
is not cause for removal of the cylinder. It is
generally due to the emission of thread lubricant
used for assembly of the head to barrel. Also, it
could be due to a slight gas leakage which usually
stops of its own accord when the gap fills with
carbon while in service. Neither condition is
hazardous or detrimental to engine performance or
operation. Only confirmed leakage exceeding the
above conditions should be reason for rejection of
cylinders in service. Due to the design of the
cylinders, a persistant leak of actual oil (not sealing
compound) may indicate that the required pre-load
at the head to barrel junction has been relieved.
This condition should require further investigation
for possible cylinder replacement.
9-20. HYDRAULIC VALVE LIFTERS. During
examination of each part, look for sludge and
carbon residues. Also check for obstructed oil
holes. Inspect face of cam follower on body for
any type of damage and look for deep scoring and
corrosion on exterior of tubular portion. Discard
any lifter body which exhibits any of these faults-
To test roughly for excessive diametrical clearance
between hydraulic unit plunger and cylinder and to
check valve wear in cylinder, start dry plunger into
dry cylinder. While holding cylinder between
thumb and middle finger, depress plunger with
A-9-6 June 1980
index finger and release it quickly. Compression of
air in cylinder should make plunger kick back
instantly. if plunger does not return fully, either it
is excessively worn or check valve is leaking. To
check for leaking valve, repeat compression test
while plugging end of oil inlet tube with other
hand. If plunger still does not kick back promptly,
it and the cylinder are excessively worn. If it does
not kick back on the second test, either check
valve seat is worn and leaking or it is dirty. Clean
cylinder again and repeat first test (tube open). If
plunger still does not kick back, valve is defective.
Any unit failing to pass this rough check must be
discarded. Discard both plunger and cylinder, since
these parts are selectively fitted and are not
interchangable.
9-21. INTAKE TUBES. Inspect intake tubes for
distortion, cracks and out-of-roundness. All other
types of damage will require replacement of the
part.
9-22. LUBRICATION SYSTEM. Visually inspect
all parts of the system in accordance with
instructions.
9-23. FUEL INJECTION SYSTEM. Inspection of
the components and parts of this system is limited
strictly to visual for evidences of damage or
deterioration. Further disassembly of the fuel
injection system is not recommended unless proper
flow test equipment is available. For complete
overhaul instructions, see Fuel Injection Systems
Overhaul Manual and Parts Catalog, Form
X-30091.
9-24. IGNITION SYSTEM. Teledyne Continental.
Motors recommends replacement of the complete
ignition harness at every engine overhaul. For more
detailed information pertaining to the ignition
harness, magnetos and/or starting vibrator, refer to
the Bendix Corporation, Electrical Components
Division, Maintenance and Operation Instructions,
Form L-526-2.
10-1. CASTINGS. Remove the raised edges of
nicks in machined surfaces with a hard Arkansas
stone. Unobstructed flat surfaces, such as valve
rocker cover flanges, may be returned to true
flatness by lapping if a true lap plate is available.
Use fine grade lapping compound and move the
casting in a figure 8 stroke without rocking it.
10-2. STUD REPLACEMENT. Remove damaged
whole studs with a standard pattern stud remover
or a small pipe wrench, turning slowly to avoid
heating the casting. Remove broken studs which
cannot be gripped by drilling on center to the
correct diameter for unscrewing them with a
splined stud extractor. (Splined extractors and
drills are usually sold in sets). Examine the coarse
thread end of the damaged stud before discarding
it to determine its size. Standard studs have no
marking. For oversize stud identification refer to
Table 8. Clean the casting tapped hole with solvent
and blow dry with compressed air; then
examine the thread. If it is not torn install the next
larger oversize stud. If the old stud was of the
maximum oversize, or if the thread is damaged, the
hole may be tapped and a helical coil insert
installed for a standard-size stud. Coat the new
stud's coarse thread with Alcoa thread lube if the
hole is blind or with National Oil Seal compound if
the hole goes through to a cavity subject to oil
spray. It is advisable to drive the new stud with a
tee handle stud driver. Turn it in slowly, and
compare the estimated torque values listed in the
Table of Limits. Drive the stud in until it projects a
distance equal to the appropriate "Setting Height"
listed in Table 9.
10-3. HELICAL COIL INSERT INSTALL-
ATION. Bronze helical coil inserts are installed at
the factory in four tapped holes of each crankcase
bottom flange, in three holes in the left crankcase
parting flange, two in the right crankcase parting
flange and in four bolt holes at each cylinder head
intake port flange. Stainless steel helical coil inserts
of special design are installed in all spark plug
holes. Any of these inserts may be replaced, if
damaged, with the aid of tools available through
Authorized Distributors of the Heli-Coil
Corporation, Danbury, Connecticut. The manu-
facturer's Bulletin No. 650-R lists both manual and
power-driven installing tools, tang break-off tools,
special taps and plug gauges. A tap drill bulletin is
also available from the manufacturer. Helical coil
inserts arc available in both National Coarse and
National Fine series in lengths equal to 1, 1-1/2
and 2 times nominal diameter and in pipe thread
sizes. They are made of either carbon steel,
phosper bronze or stainless steel, as specified by
part number. They are supplied with or without a
notch above the driving tang. The notch is pro-
vided to facilitate breaking off the tang in open
holes.
a. Helical coil inserts are helical coils of wire
with a diamond-shaped cross-section forming both
a male and a female thread. The diameter of the
insert, when compressed into a special tapped hole
at the widest part of the wire (between male and
female threads), is equal to the nominal screw size.
The special finishing taps size the casting hole so
that the pitch diameter of the female thread of the
installed insert conforms to class 3 fit with
standard bolt threads or class 4 (tight) fit with
standard-size studs. The difference in fit is due to a
difference in pitch diameters of bolts and studs, so
that only one set of helical coil special taps is
required for installation of these inserts in both
bolt holes and stud holes. Tap drilling depths and
tapping depth for helical coil inserts to be installed
in blind holes should conform to the
recommendations relative to inserts of length equal
to 2 times nominal diameter, as tabulated in the
manufacturer's Bulletin No. 650-R. Helical coil tap
drills and special taps must be run in perpendicular
to the machined surface of the casting. Drilling
should be done in a drill press after the casting is
firmly supported and clamped and alignment
checked. The tap will tend to follow the drilled
hole. For drilling and tapping aluminum alloy
castings use a lubricant made by mixing one part
lard oil with two parts kerosene to prevent
overheating of the metal and tearing of the thread.
b. To remove a damaged helical coil insert use
the proper size of extractor tool for the nominal
thread size. Tap it into the insert so that the sharp
edges get a good "bite"; then turn the tool to the
left, and back out the helical coil until it is free. To
install a new insert in a properly tapped hole (after
A- 10-1
blowing out all liquid and chips), slide it over the
slotted end of the driving mandrel of the proper
size of installing tool and engage the driving tang
(bend end) of the helical coil in the mandrel slot;
then wind the insert slowly into the tapped hole.
(See Fig.A4-24) The outer end of the insert should
lie just within the first full thread of the hole.
Break off the driving rang of a notched helical coil
by bending back and forth across the hole with
long-nose pliers or with a special tang break-off
tool.
10-4. CYLINDERS.
a. FIN REPAIRS. Straighten slightly-bent
barrel fins with long-nose pliers. File to smooth the
edges of broken head fins, if it becomes necessary
to cut out a vee notch to stop a head fin crack, a
slotted drill bushing to fit over the fin and a 3/16
inch twist drill may be used to cut the notch. Its
apex must be rounded and the edges should also be
rounded. If such repairs and previous breakage
have removed as much as 10% of the total head fin
area, the cylinder assembly has reached the limit of
such repair.
b. SPARK PLUG HOLE HELICAL COIL
INSERTS. Before attempting to back out a
damaged insert, use a sharp pointed tool to pry the
teeth at outer end away from the cylinder head
metal. Tap a helical coil extracting tool into the
insert until it has a good bite. (See Fig. A4-27)
Place a new helical coil in the cut-our side of the
installing tool sleeve with its driving tang toward
the threaded end. Engage the tang with the slotted
end of the driving mandrel and wind the insert into
the sleeve thread, thus compressing it. Hold the
sleeve so that the helical coil can be seen through
the slot in the threaded end, and turn the mandrel
crank until the insert starts into the cylinder head
hole. If the sleeve is then not in contact with the
head surface, grip sleeve and mandrel and turn
until the sleeve touches lightly. (See Fig. A4-25)
Wind the helical coil into the cylinder head until its
toothed end lies just within the first full thread.
The teeth should be in position to enter the
depressions made by the original insert. If driven
too far the insert will emerge in the combustion
chamber and will have to be wound on through.
When the helical coil is in correct position, use
long-nose pliers to bend the driving tang back and
forth across the hole until it breaks off at the
notch. Coat a Heli-Coil Corporation No. 520-2
A-10-2 June 1980
expanding tool threaded end with Alcoa thread
lube or a mixture of white lead and oil. Screw it
into the new insert until its final thread forces the
teeth firmly into the cylinder head metal. (See
Fig. A4-26)
c. VALVES GUIDES . If the valve guides are
to be replaced, the new guides must be installed so
that the valve stem hole is accurately square and
aligned with the valve seat. When pressing or
driving out a worn guide, the cylinder assembly
should be firmly supported in the inverted position
with space below to allow the guide to drop out. The
driving tool should pilot inside the guide and drive
on its inner end. All carbon must be removed from
the guide's inner end. If the cylinder head hole is not
scored or enlarged, a standard size guide may be
installed as a replacement. If the head hole is rough,
it must be broached or reamed to a diameter smaller
than the next larger oversize guide by the amount of
interference ("T") specified in Table of Limits.
Valve guides are supplied in oversizes of 0.005,
0.010, 0.015, 0.020 and 0.030 inch. The cylinder
assembly must be supported firmly while the new
guide is driven or pressed into place with a driver
which fits over its end and bears on the filleted
flange. Driving on the guide end will spread it.
Before installing a new guide, dip the end to be
inserted in engine lubricating oil. The flat side of the
guide flange must go against the cylinder head.
Watch for peeling of bronze and correct
misalignment which causes it. It is recommended
that the valve guide be chilled in dry ice and the
cylinder assembly heated to 500-550 F. before
installation. Current production and replacement
guides are prefinished and no reaming is required.
During the installation process some of the
aluminum bronze intake guides used early in the
program were reduced in diameter beyond the
required limits. A change to the guide was made to
eliminate that occurrence but some of those guides
may still be on dealer shelves. It is, of course,
permissible to ream them to size.
d. VALVE AND VALVE SEAT REFACING..
Numerous grinding machines are marketed for
these purposes. Operating instructions are furnish-
ed with each machine and need not be repeated
here, except that certain precautions must be
observed. These are:
1. Use only soft stones on these hard alloy
metals to avoid overheating and surface roughness.
2. Keep stones trued to angles specified in
Table of Limits.
3. Use the coolant system at all times when
grinding.
4. Replace chucks and pilots whenever results
indicate excessive wear.
5. Do not grind seats more than a few seconds
without lifting the stone. Keep the grinding head
of the valve-facing machine in constant motion
back and forth across the valve face without
running off the edges.
6. Break sharp edges at the outside of the
valve faces with a hard Arkansas stone or a fine
India stone. The face must never run into the
rounded edge of the head. Discard valves which
must be ground to this condition to clean up.
7. After the valve seat has been ground, the
concentricity, angle and angular relationship of the
seat to the valve guide may be determined by the
use of a blueing gauge. Coat the cone surface with
a very thin film of Prussian blue, oil base pigment,
and insert the gauge end into the valve guide until
the cone surface can be rotated in contact with the
valve seat. The tool should have a flat, marking the
limiting diameter of the seat. If regrinding has
excessively enlarged the seat, it may be reduced
once only with a stone which makes an angle of 68
- 78 with the stem axis.
e. CYLINDER WALLS. Glazed cylinder walls
will not seat new chromefaced piston rings quickly.
therefore, they should be roughened by honing
with No. 180-220 grit stones in a spring-loaded
honing head. The fine scratches produced should
be crossed and those running in each direction
should form an angle of 35 - 55 with the end of
the barrel.
f. VALVE ROCKERS. Worn bushings may be
driven out with a suitable drift. If properly
designed, the same tool may be used to drive in
new bushings. The rocker must be supported on a
ring which will allow the old bushing to pass
through. Press the new bushing in flush with the
rocker hub after dipping it in clean lubricating oil.
Ream the new bushing to the specified diameter. It
is advisable to plug the oil holes with beeswax
before reaming. Be sure to remove the wax after
reaming. Lightly break the sharp edge at each end.
g. PISTON PIN BUSHING REPLACEMENT.
The connecting rod does not need to be heated for
this operation. Press out the old bushing in an
arbor press, using a drift only slightly smaller than
the bushing O.D. Make sure that the rod bore is
smooth. Dip the new bushing in engine lubricating
oil before placing it in position, and locate the split
as illustrated in fig.A-4-29.(The position number is
stamped on the rod and cap bosses on the far side.)
Ream or bore the new bushing to the specified
diameter and check alignment as described in
paragraph 9-16. The center-to-center distance given
in fig.A-4-29 will be held automatically if the bore is
centered in the new bushing.
10-5. CRANKSHAFT ASSEMBLY.
a. Lightly scored crankpins and journals
may be smoothed with a hard Arkansas stone. Do
not use a coarser abrasive. Do not attempt to
remove deep scoring or indications of overheating
which render the crankshaft unserviceable. Remove
the upstanding edges of small nicks on softer
surfaces with a hard Arkansas stone. Polish crank-
pins and main journals with long strips of crocus
cloth, preferably while the shaft is rotated about
100 RPM in a lathe.
b. Due to the fact that No. 631871 gears are
shrunk fit to the crankshaft, it may be necessary to
dip the gear in oil heated to 300 F. before removal
can be accomplished. These operations should
precede Magnflux inspection.
c. Hardened steel bushings in the crankshaft
blades and in the counter-weights may be removed
and replaced if excessively worn. (See Fig. A-4-30)
It may be necessary to chill the old bushings to
free them. New bushings must be chilled, before
installation, with a suitable drift; also, the holes
must be smooth. No finishing operation is required
for the new bushings, since they are made to final
dimensions. They must be driven in to the same
positions as the original parts.
A-10-3
NOTE ... Crankpins and crankshaft main journals
may be reground to the allowable 0.010 inch
undersize.
CA UTION ... Crankshaft counterweights are
matched in pairs with a maximum weight variation
of 2 grams. The complete crankshaft and counter-
weights assembly is dynamically balanced. As a
result, if either counterweight is damaged, it will be
necessary to discard both on that cheek and to
procure a matched pair for replacement.
d. Table 11 is a listing of crankshafts and
crankcases enumerating the correct positioning of
the crankshafts, counterweights, pins, connecting
rods and bearings.
10-6. IDLER GEAR. Replacement of excessively
worn idler gear bushings is not recommended. A
special fixture is required to hold the gear during
the boring operation, in order to maintain the
necessary concentricity of the bushing hole and the
gear pitch circle.
10-7. MAGNETO AND ACCESSORY DRIVE
ADAPTER ASSEMBLY. If the magneto and
accessory drive adapter bushing must be replaced,
it may be driven out with a 0.92 inch diameter
drift while the adapter boss is supported on a 1.25
inch I. D. ring. However, this procedure involves
some chance of scoring the adapter bore. A safer
procedure is to turn down the bushing flange to
the body diameter (0.942 inch) and to bore out
the bushing to a thin shell which can be collapsed.
if this method is used, take care not to cut into the
end of the adapter boss or to mark the adapter
bore. Press in a new bushing with an arbor press
after dipping it in clean engine lubricating oil. The
rear pad of the adapter, rather than the studs,
should be supported on a parallel block and a flat
block should be used to exert pressure, unless the
arbor has a perfect end. Ream or bore the bushing
to the specified diameter then face the flange until
it projects forward 1.454 inch - 1.458 inch from
the adapter parting surface. Chamfer the bore at
the flange end 1/16 inch deep on a 45 angle, and
slightly break sharp edges at both ends. The
bushing hole must be concentric with the adapter
pilot shoulder within 0.002 inch and square with
the parting surface within 0.002 inch per inch of
length. Its flange thrust face must be parallel to the
parting surface within 0.002 inch (full indicator
reading).
A-10-4
CA UTION... Before boring a new bushing, plug
its oil holes with beeswax to exclude chips from
the adapter oil groove. Be sure to remove this wax
completely after the operation.
In most instances the old seal may be
driven out with a 1/8 inch diameter pin punch
inserted through the four oblique oil holes in
the bushing boss alternately. If the seal is too
tight for that method, drill and tap two opposite
machine screw holes in the exposed flange of the
seal case to match two screw clearance holes in a
pressure plate which can be laid on the adapter
studs. Run nuts on two long machine screws; then
insert the screws through the pressure plate holes,
and screw them into the holes tapped in the seal.
To avoid unnecessary stoning of the seal bore,
tighten the nuts against the plate to pull the seal
squarely from its recess. Smooth any scores in the
vacant adapter counterbore. Coat the outside
diameter of a new oil seal with Lubriplate, and
press it into the adapter with an arbor press and a
flat end block of 1-3/8 dia. x 1-1/4 inch length.
10-8. TACHOMETER DRIVE HOUSING.
Remove the oil seal with a suitable oil seal puller.
If the housing counterbore is scored, smooth it
with crocus cloth. Spread a film of Lubriplate
grease on the outside diameter of a new seal. Then
press the seal squarely into the housing with its lip
pointed outward, facing the oil source.
10-9. STARTER DRIVE ADAPTER. The clutch
spring sleeve is shrunk and doweled in the housing.
If it is necessary to remove the needle bearing in
the adapter, a removing driver may be made similar
to the driver illustrated in fig. A4-3 1.
10-10. OIL PUMP ASSEMBLY. Except for ston-
ing down nicks on parting flanges and replacement
of studs and worn parts, no repairs to the pump
assembly are possible. The pump driven gear shaft
is pressed into the pump housing and cannot be
replaced successfully. The pump gear chamber
must not be enlarged. If it is scored, the housing
must be discarded. Heavy scoring on the gear
contact area of the tachometer drive and pump
cover renders this part unserviceable, unless the
parting surface can be lapped smooth and perfectly
flat.
10-1 1. IGNITION CABLES. Normally, all ignition
cable assemblies or harness assemblies should be
replaced at each overhaul. If the high tension 10-12. 100% REPLACEMENT PARTS AT
outlet plates are in good condition, new cable NORMAL MAJOR OVERHAUL. It is
assemblies and grommets may be installed on recommended that the following parts be replaced
them. The cable ends are secured to the grommet 100 percent during overhaul regardless of condition:
of each harness with a brass washer and a cable
piercing screw, installed as in the original assembly. Crankshaft Gear &
If only the cable assemblies and grommets are to Valve Springs
be replaced, leave the cable clamping bracket on Hydraulic Hoses
the original cables of each harness; detach all cables Rubber Hoses
from the high tension outlet plate by removing the Oil Seals
cable piercing screws from their ends in the plate Gaskets & Packings
grommet. When the coupling nuts are unscrewed, Circlips, Lock Plates &
the cables may be withdrawn and the grommet Retaining Rings
removed from the plate. Observe the "I" mark on Piston Rings
the exterior side of each outlet plate adjacent to Valve Keepers
the No.1 cable outlet hole. Refer to fig.A4-3 2 and Bearings - Main & Rod
observe th at the numerals appearing at magneto Rubber Drive Bushings
ends of the high tension cables correspond to the Exhaust Valves
consecutive order of outlet plate cable holes; while R otocaps
the relative positions of spark plug elbows indicate Piston Pins
the installed positions of the cables. Install cable Needle Bearings
assemblies (4 thru 15,Fig.A4-32)in the indicated Woodruff Keys
positions in the two outlet plate and grommet Rocker Arm & Conn Rod
assemblies (1 and 3). Start with the proper No. 1 Bushings
cable assembly in the marked hole of each plate,
and proceed in consecutive order around the
plates. As each cable is inserted through the outlet
plate (1), it must pass through a ferrule (2). The
cable will then pass through the grommet (3) and
into the eyelet (23). When all cables have been SPECIAL NOTES: . .. If for any reason lifters are
attached to the two outlet plates, locate a clamping removed for inspection before the overhaul period
bracket (24) on the proper cables of each harness has been reached, they must be placed back in the
in the same position as on the original cables. same location from which they were removed.
Parts indexed 25 through 36,45 and 46 will be
installed at final assembly.This group should be Replace all part number 631402 lifters with part
collected and ready for installation.Parts indexed number 628488 on intake side and 641709 on the
37 through 44 are installed on the aircraft ignition exhaust side at the next major overhaul, top
switch wires. overhaul or earlier at owner's discretion.

June 1980 A-10-5/A-10-6

 SECTION XI
ASSEMBLY OF SUBASSEMBLIES
11-1. NEW PARTS. Parts which require pro-
tection from atmospheric dust and moisture are
wrapped or boxed individually or in sets. These
parts should not be installed at this time. This is
especially true of precision bearing inserts and
antifriction bearings. Check other new parts on
receipt for damage occurred in transit. Refer to the
Section IV of the parts catalog, Form X-30046A,
for part numbers of the complete gasket set, main
bearing set, piston ring set and tubes of lightweight
Tite-Seal gasket paste. All of which should be on
hand when work is started. Use only new split
lock-washers, tab washers, cotter pins and anneal-
ed, corrosion-resistant lock-wire.
11-2. TIGHTENING TORQUES. The accuracy
of any torque-indicating wrench depends on a
smooth application of force. Do not back up a
nut or bolt and leave it in that condition. If a part
is accidentally tightened too much,loosen it and
retighten to a value within the specified limits. If a
nut slot must be aligned with a cotter pin hole,
tighten the nut to the minimum specified torque,
and check for alignment. If necessary, tighten
further until alignment is achieved or the
maximum allowable torque reached, whichever
occurs first. If the alignment cannot be obtained
within allowable torque limits substitute another
serviceable part and tighten it in the same manner
as before. If a cotter pin hole in a stud lies beyond
the nut slots when the nut has been tightened
correctly, then either the stud has been improperly
installed or has backed out, or the attached part
has been reduced in thickness, or either the nut or
its washer is not the correct part for that location.
The situation must be corrected by whatever
replacement is indicated by inspection.
NOTE .. . Tightening torque limits specified in
Chapter B are based on oiled threads but are not
applicable when special thread lubricant is applied.
11-3. FINAL CLEANING. Immediately before
assembling a group of parts they should be washed
in, or sprayed with, a clean solvent and dried with
dry compressed air.
11-4. LUBRICATION. Immediately after final
cleaning and before installation, coat all bare steel
surfaces and journals with clean engine lubricating
oil, except where special lubricants are mentioned
in the text. In some instances where gears and
other running parts are accessible after assembly in
a housing, additional oil should be applied to
assure full coverage. Before installing tapered pipe
plugs or straight thread plugs, and to prevent
seizure and leakage of oil, coat the first three male
threads with Parker Fuelube No. 44 sealing lubri-
cant, (Parker Appliance, Co., 17325 Euclid Ave.,
Cleveland, Ohio). This compound is fuel and oil
resistant and has good lubricating properties. It
may be used also to coat rubber-asbestos gaskets
before installation to assure a perfect seal and to
counteract the permanent "set" caused by com-
pression. Lubriplate lubricants mentioned in the
text are distributed by dealers in all principal cities.
See Table of Lubricants, Table 12.
11-5. OIL PUMP ASSEMBLY (See Figure A-4-16)
a. Install new studs (6) if removed for
replacement. Install plug (7).
b. Install by-pass valve assembly (18 thru 21)
using new gasket (20). Install adjusting screw (1 3)
in housing (15) until 13/16 inch of screw shows
above housing. Secure with copper washer (16) and
nut (17). Install new gasket (14), washer (12),
spring (1 1) and seat (1 0) onto adjusting screw and
assemble into housing (5).
c. Slide new gasket (43)over oil filter plug (44)
and insert plug into its chamber in pump housing.
Tighten plug by hand only.
d. Install pump driver and driven gears (22,
8) in pump housing. Spread a thin but continuous
film of No. 3 Aviation Permatex on scavenge pump
housing flange. Lay lengths of No. 50 silk thread
on flange. Thread should be on inside of stud holes
but never on the edge. Install turbo scavenge pump
housing (26) over drive gear shaft and onto studs
(6) ; then install Woodruff key (25) into driver
gearshaft. Slide turbo scavenge pump driven gear
A-11-1
(30) onto shaft (22); then slide driver gear (29)
over shaft and key.
NOTE ... Pump gears must turn freely at final
engine assembly conditions.
e. Slide scavenge pump cover (3 5), with new
oil seal (36) installed, over the two studs (6) and
attach to oil pump housing with two sets of
attaching parts (3 2, 3 3, 34).
f. Apply a thin coat of Tite-Seal gasket
compound to each side of tachometer cover gasket
(38). Install gasket and tachometer drive pad cover
(39) and secure with attaching parts (40, 4 1,42).
NOTE .. . The pump cover (35) must be removed
during final assembly. The oil filter plug (44) can
best be tightened after oil pump is installed on the
engine.
11-6. STARTER ADAPTER ASSEMBLY (See
Figure A-4-15).
a. Install needle bearing (43) into adapter
(29).
b. Install bearing (41) on worm drive shaft
(42); then install Woodruff key (40), worm gear
(39) and bushing (38). Align bushing and shaft
holes; then install a new pin (37). Insert worm gear
and shaft assembly into adapter and needle bear-
ing. Install retaining ring (36).
c. Place depressed end of clutch spring (30)
over knurled end of worm wheel (3 1). Push spring
away from depressed end sideways; work end coil
over drum and push spring inward until depressed
end snaps into gear hub groove. Position spring on
gear so screw notch is aligned with screw hole in
gear hub. Install tab washer (35) and retaining
screw (34).
d. Lubricate spring, sleeve and shaftgear
liberally with clean oil. Press worm wheel spring
assembly and spacer (33) onto shaftgear (12).
Install shaftgear (12). Install shaftgear and clutch
assembly into adapter (29). Adapter should be held
in such manner that sleeve faces downward. Bear
down on worm wheel (3 1) while turning
counterclockwise, thus winding up spring to start
into adapter sleeve. Make certain worm wheel and
worm gear teeth are aligned.
A-1 1-2
e. Compress and install retaining ring (27) in
cover (23). Press in ball bearing (32) and new oil
seal (26) with seal lip toward retaining ring.
f. Install gasket (28) and cover assembly (23,
26, 27, 32) on adapter and secure with attaching
parts (20, 21, 22). Install "O" ring (25), spacer
(24) and Woodruff key (19); then place torsional
damper (18) over shaft and key. Attach with
washer (17) and nut (16). Torque nut to 180-220
foot pounds. Install spring (15), key (14) and
retaining ring (1 3).
11-7. CYLINDERS. (See Fig. A4-17). Assembly
parts to make up each of the six cylinder and valve
assemblies in the manner outlined below. Each
cylinder should have a different position number
(1 through 6) stamped on the edge of its base
flange, which will be on top when installed. These
numbers should be found on original cylinders, but
they must be stamped on new parts. After
assembly, cylinders should be laid on the bench in
a row in the order of position numbers, and the
piston, pin and ring assemblies should be laid in
front of them in the same order. Piston position
numbers are stamped on the rims of their heads on
the side which is to go toward the propeller. The
part number is stamped on the rim at right angles
to the pin hole and should be on top when
installed. Mark new pistons accordingly.
a. Spread a film of Lubriplate No. 707 grease
on valve stems (29, 30) and insert them into
cylinders to which they have been lapped. Grasp
valve stems and lift cylinder onto a post which will
support valve heads. Clamp cylinder base flange to
prevent it from rising. Again apply Lubriplate No.
707 to valve stems.
b. Place valve spring retainers (28) over valve
guides (48), cupped side up. Install inner and outer
valve springs (26,27)per instructions in Fig. A-4-34.
Also install outer retainer (25) and rotor (24).
Using the same type of spring compressor as for
disassembly, compress, in turn, the sets of springs
and insert the stem keys. The springs should be
depressed only enough to admit the keys to the
stem grooves. If they drop too far the keys may be
cocked. This condition could cause them to nick
the stems when the springs are released. Make sure
the keys are properly seated before releasing
pressure on springs. Do not allow the compressing
tool to cock the outer retainer so as to contact the
stems, since they can cause score marks. Remove
cylinder from fixture and set it upright on a bench.
Strike the end of each valve stem sharply with a
rawhide mallet to assure correct seat of stem keys.
c. Lay all cylinders upside down on the
bench. They should be resting on the sloped head
fins. Place a new base packing on the skirt of each
cylinder and put it against the flange. Make sure
that none are twisted. Coat cylinder bore walls
thoroughly with Lubriplate No. 2, Sunoco Way oil
or castor oil.
d. Install baffle on cylinder as shown in
Fig. A-4-37 Insert spring in hole in baffle and push
through cylinder fins. Use another spring, or a
hook fashioned from stiff wire, and hook onto
spring. Pull spring hook end over fin as shown.
11-8. PISTON AND RING ASSEMBLIES (See
Figure A4-17).
a. Lubricate pistons (32), rings (33 thru 37)
as applicable and pins (31) liberally with clean
engine oil.
b. When installing five ring pistons, position
the first, third and fifth ring gaps toward the top of
the piston. Position the second and fourth rings so
that the gaps are 180 apart from the first, third
and fifth ring gaps. When installing four ring
pistons position the first and third ring gaps on top
of the piston. Position the second and fourth ring
gaps 180 apart from the first and third ring gaps.
CA UTION.. Do not intermix piston types in any
one engine.
11-9. PUSH ROD HOUSINGS (See Figure A4-17)
a. Install "O" ring (17) on cylinder end of
housing (14).
b. Install spring (15), washer (16), packing
(18) onto crankcase end of housing (14).
c. Lay two housings with each cylinder.
11-10. CRANKSHAFT AND CONNECTING ROD
(See Figure A-4-20).
a. Lay crankshaft on two notched 2 by 4 inch
wood blocks. Locate blocks under front and rear
journals.
b. Lay out connecting rods, caps, bolts and
nuts (2, 3, 4, 5) opposite crankpins in accordance
with position number stamped on bolt bosses.
Start with No. 1 at the end opposite the flange and
proceed in numerical order. Obtain a set of 12 new
crankpin bearing inserts and make sure they are
throughly clean. Snap an insert into each rod and
each cap so that their ends project the same small
distance.
c. Lubricate and install each rod and cap with
position numbers on top when odd-numbered rods
are extended to the right and even numbers to the
left. Attach them with special bolts (3) and slotted
nuts (2). Tighten nuts to specified torque and
secure each with a cotter pin(1). Bend one leg of
each pin down snug against the nut flat; the other
leg of each pin will be bent against the bolt end.
d. Attach six third order counterweights ( 12) to
crankcheeks with two pins (10) each and install
retaining plates and rings (8, 9). Install retaining
plate and retaining ring with the flat or rough side of
the retaining ring to the outside.
e. Heat crankshaft gear (15) to 300F; align
gear dowel hole with crankshaft dowel (40) and
tap gear onto crankshaft. Attach gear to shaft with
six screws (1 3). Tighten screws to specified torque
and secure with lockwire.
f. Attach alternator drive gear (23) to prop
shaft drive gear (19) with tab lock plate (22) and
four screws (21); tighten to torque specified. If the
alternator gear has timing marks, it should be
installed in such a manner that the TC mark lines
up with crankshaft No. 2 throw when at TDC as
shown in Fig. A-4-40. Install propeller drive gear
quill shaft (20) into crankshaft making sure split
end of quill shaft is aligned with oil tube in
crankshaft. Line milled tooth up with oil hole in
crankshaft bearing journal. Slide propeller drive
shaft gear (1 9) over quill shaft. Install plate (18)
and secure with two screws (17); then install
retaining ring (16). It is necessary that the prick
punch mark of the reduction gear fall between the
prick punch marks of the quill shaft as shown in
Figure A-4-40.
June1980 A-11-3
g. Attach idler accessory drive gear (3 5) to
idler gear (37) with four screws (34) and tighten to
torque specified. Secure screws with lockwire.
11-1 1. CAMSHAFT (See Figure A4-19).
a. Install woodruff key(3) in front end of cam-
shaft(7) and install bevel gear (2).
b. Install gears (5,6) on camshaft and secure with
four screws (4). Secure screws with lockwire.
11-12. ALTERNATOR ASSEMBLY (See Figure
A-4-13).
a. Install Woodruff key (8) in alternator shaft;
then slide driven gear assembly (10 thru 13) onto
shaft. Install washer (9), nut (7) and torque to
limit specified; then secure with cotter pin (6).
NOTE . .. Washer (9) installed with bearing surface
(copper colored) against gear assembly.
11-13. CRANKCASE (See Figure A4-18).
a. Replace any pipe plugs removed during
previous operations.
b. Coat gasket (48) on both sides with a thin
film of Tite-Seal compound and slide over governor
mount pad studs. Attach governor pad cover (47)
with four sets of attaching parts (43, 44, 45, 46).
c. If engine mount brackets were removed,
reinstall them and their attaching parts.
d. Turn both crankcase halves open side up. If
squirt nozzle (142) was removed, reinstall them.
Lubricate all camshaft bearings and main bearing
inserts. Install main bearings so that bearing ends
project equally.
A-11-4
11-14. FUEL INJECTION CONTROL AND AIR
THROTTLE BODY ASSEMBLY (See Figure
A-4-44).
CA UTIO N. . . Use only a fuel soluble thread lubri-
cant on any injector system connection fitting.
CA UTION. .. The fuel injection equipment is
calibrated with plugs and fittings intact. Removal
of these parts could allow small metal shavings to
become lodged in the equipment causing mal-
function.
a. Assemble fuel pressure regulator assembly
(20) and bracket (16) to air throttle body (54)
using attaching parts (14, 15). Connect tube
assembly (23) and parts (6 thru 13), in order
shown, to regulator assembly.
b. Install gasket (50) and controller assembly
(49) onto air throttle body (54) using attaching
parts (47, 48).
c. Attach adapter (42) and retainer (43) to
shroud. Install shroud assembly (41, 42, 43),
control assembly (46) and shroud (44) to air
throttle body using tab washer (40), screw (39),
speed washer (38) and sheet metal screw (37).
Bend ear of tab washer to flat side of hex head on
screw.
d. Install rod and link assemblies (2.7 thru 31)
and (32 thru 36), in order shown, with attaching
parts (24, 25, 26). Final adjustment of rod linkage
will be established at final assembly.
11-1 5. OIL COOLER (See Figure A-4-14).
a. Install elbow (15) so that open end faces
the rear of the engine.
b. Install oil temperature control valve (18)
and reducer bushing(1 9).
 SECTION XII
FINAL ASSEMBLY
12-1. GENERAL INSTRUCTIONS.
a. LUBRICATION. Apply clean engine lubri-
cating oil liberally to all bare steel surfaces,
journals, bearings and bushings, before and/or after
installation, depending on accessibility, except
where special lubricants are mentioned.
b. TIGHTENING TORQUES. See Table of
Tightening Torques, Chapter B and instructions in
paragraph 11-2
c. CLEARANCES. Wherever possible,
measure clearances of running parts as they
are installed. When end clearances, side clearances
and backlashes cannot be measured with normal
thickness gauges due to inaccessible position of the
parts, test for binding and excessive looseness as
well as possible by use of a dial indicator or by
moving the running part.
d. COVERS. Unless the atmosphere is
unusually free of dust and airborn grit, it is
advisable to cover openings as soon as possible and
to cover assemblies and the partial engine assembly
whenever they are not in the process of being
assembled. Cover all openings into which small
parts might be dropped.
12-2. CRANKCASE (See Figure A4-18).
a. Nicks or scratches should have been
detected and removed from parting surfaces of
both crankcase halves during inspection procedure.
Check for any metal chips or foreign objects
clogging bolt holes, oil holes and passages.
b. Install bearings and/or any plugs which
may have been removed for crankcase cleaning.
c. Make sure that oil hole in bearing lines up
with corresponding oil hole in crankcase. Lubricate
all main bearing inserts, camshaft bearing surfaces
and needle bearings with clean engine lubricating
oil
d. Install mount brackets on the left
crankcase and attach assembly to engine stand.
Place a support under the casting.
12-3. CRANKSHAFT ASSEMBLY.
a. Lift crankshaft by No. 1 connecting rod
and crankshaft gear, while a second person lifts by
No. 3 and 5 connecting rods. Lower the assembly
into the left crankcase bearings. The connecting
rod position numbers should automatically be
toward crankcase upper flange if properly installed.
b. Rotate crankshaft assembly in crankcase
two or three times to check freedom of movement.
Refer to Table of Limits, Chapter B, for proper
clearance.
124. CAMSHAFT ASSEMBLY.
a. Insert the governor-driven gear into its
bearing.
b. Slide the governor driver gear onto the
front end of the camshaft. Lay the camshaft
assembly in its bearings in the left case. Mesh the
spur gear teeth with those of the crankshaft gear,
so that the timing marks will align as illustrated in
Fig.A4-3 5.Also turn the governor driven gear to
mesh it with the driver gear.
12-5. PROPELLER SHAFT (See Figure A4-20,
A-4-41, A4-42)
a. Make certain the oil transfer sleeve (28),
transfer tube (29) and sleeve assembly (30) are
installed in the propeller drive shaft. Place a new
"O" ring (31) on the sleeve assembly. Install the
propeller drive shaft assembly in the left crankcase.
Scribe line on propeller flange must be on split line
of case. Make certain the right angle tube of the
sleeve assembly enters the crankcase bore properly
and that the oil seal enters its recess in the crank-
case. Lubricate thrust washers with Gredag No. 44
grease. Slide plain half of thrust washer into left
crankcase. Place pinned half thrust washer on edges
of plain washer; then rotate both until pin lies in
crankcase notch.
A- 12-1
b. Installing the propeller shaft oil seal is most
easily performed with the propeller drive shaft
installed in the crankcase. Make sure there are no
sharp edges or nicks on the flange.
c. Remove spring (26) and reinforcing ring
(25) from new oil seal (24). Unhook the spring
ends using an unwinding motion. Wrap spring
around shaft in seal area. Turn spring ends in
unwinding direction; then join and allow one end
to wind into the other end.
d. Oil propeller flange, shaft and I. D. of seal
liberally with Sunoco Way Oil.
e. Squeeze oil seal until egg-shaped and start
seal over bottom of propeller flange, grooved side
to the rear. Work seal carefully upward over flange.
Exercise care to prevent damage to seal lip.
NOTE .. . Placing a lightly oiled plastic bag over
the prop flange will help protect the seal lip. Also,
a special tool for stretching the seal over the prop
flange is available from Borroughs Tool and Equip-
ment Company, 2429 North Burdick Street,
Kalamazoo, Michigan 49007.
f. After seal is in place, wipe oil from seal and
shaft. Seal must be dry before final crankcase
installation.
CA UTION. ... No sealing cement or compound is
to be used.
g. Install reinforcing ring. Work O.D.. of seal
over ring to insure snug fit. install spring in cavity
in seal.
h. Using thumb pressure, force seal into
counterbore.
12-6. CRANKCASE REASSEMBLY. (See Figure
A4-18).
a. Using a feeler gauge, measure propeller
shaft end clearance at either end of front bearing
with shaft pushed toward end where measurement
is to be made. Measure distance from rear face of
rear thrust washer over propeller shaft oil slinger.
These clearances must not exceed the limits
specified in the Table of Limits, Chapter B. If the
clearances are excessive, replace the thrust washers.
A-12-2
b. Measure camshaft and crankshaft end
clearances at either end of their rear bearings.
Clearances must not exceed those specified in the
Table of Limits, Chapter B.
c. Place the idler gear in the left crankcase.
Apply clean engine lubricating oil liberally to all
bare steel surfaces, journals, bearings and bushings.
d. Spread a thin but continuous film of No. 3
Aviation Permatex on left crankcase parting flange.
Take care that Permatex does not get on any other
part. Lay lengths of No. 50 silk thread on parting
flange. Thread should be on inside of bolt holes
but never on the edge. Stand No. 1, 3 and 5
connecting rods upright.
e. Carefully lower the right crankcase half
onto the left crankcase half.
NOTE . . . Unwanted stesses in the crankcase
could be induced by improper sequence of attach-
ing hardware when first fastening crankcase halves
together. It is suggested that the torqueing
sequence illustrated in Fig.A4-38 be followed to
help eliminate this possibility.
f. Apply a film of Tite-Seal compound to
both sides of gasket (29). Hold idler gear in
place, then install gasket (29), idler gear support
pin (28) and two sets of attaching parts (26, 27).
Install gasket (25),needle bearing housing assembly
(23, 24) and two sets of attaching parts (20, 21,
22). Do not tighten the four sets of attaching parts
at this time.
g. Install "O" rings (143) on thru bolts. Install
two thru bolts (120),one above and one below the
propeller shaft. Install two thru. bolts (121), one
immediately to the rear of the crankcase breather
and the second at the crankcase nose below the
crankshaft. Install four thru bolts. (122) in front
crankshaft bearing area. Install eight thru bolts
(123) in the vacant holes of the cylinder mount
pads. Install three thru bolts (124) in the front
three holes below the camshaft level. Install
one thru bolt (125) in the rear hole below the
camshaft level. Install washers (39) and bolts (38)
in the two bolt holes inside the alternator mount
pad bore. Tap all thru bolts to a centered position
with a non-marring hammer. Install eighteen sets of
attaching parts on thru. bolts (120, 121, 124, 125,
38). Install four sets of attaching parts on two rear
bolts (123) projecting from the left crankcase and
the two thru bolts projecting from the right
crankcase at the rear of the alternator mount pad.
Do not tighten attaching parts at this time.
h. Install one set of attaching parts (35, 36,
37) at crankcase nose below camshaft level. Install
two sets of attaching parts (68, 69, 70) from left
side and one set each (30, 31, 32) and (33, 34)
from right side in rear edge of crankcase. Install
four sets of attaching parts (53, 54, 55, 56, 57),
one set above the camshaft and three sets adjacent
to and in front of the crankcase breather, in the
crankcase parting flange.
i. Install parting flange attaching parts (91,
92, 93, 97). Secure the front lifting eye (64) with
attaching parts (58, 59, 60, 61, 62, 63). Rear
lifting eyes (99, 100) will be installed with the
accessory adapters.
j. Position the manifold valve (90) on the
third and fourth holes, in front of bolt (94) or
(97). Secure the manifold valve with two sets of
attaching parts (86, 87, 88, 89). Install four sets of
attaching parts (81, 82, 83, 84, 85) in the
remaining vacant holes of the crankcase upper
parting flange.
k. Install engine mount brackets to right
crankcase half. Secure to engine stand, but leave
attachments loose enough to allow necessary
adjustments. Rotate crankcase on engine stand to
an upright position.
l. Apply a film of Tite-Seal compound to
both sides of gasket (10). Place the gasket (10) and
oil filler neck (9) on the crankcase boss and install
one screw (3). Place a new packing (5) on the oil
gauge tube assembly (4). Insert the tube end into
the crankcase bore, between No. 4 and 6 cylinder
pads at the crankcase-to-oil sump parting flange.
Install two screws (3) to secure the tube assembly
and filler neck to the crankcase. After tightening
screws, secure their heads together with lockwire.
Make certain the retaining ring (6) is installed on
the tube assembly. Do not install the oil gauge rod
assembly (1, 2) at this time. Install the gasket (8)
and oil filler cap assembly (7).
m. Apply a film of Tite-Seal compound on
gasket (15) and install with cover (14). Secure with
four sets of attaching parts (11, 12, 13).
n. After cylinders and their attaching parts are
installed, tighten the crankcase attaching parts to
the torques specified in the Table of Tightening
Torques, Chapter B, and to the torquing procedure
in Figure A-4-38.
12-7. CYLINDERS (See Figure A-4-17).
NOTE... CHROME PLATING OF CYLINDERS.
According to the field service experience
accumulated by Teledyne Continental Motors and
FAA Malfunctions and Defect Reports, the
practice of chroming the cylinders definitely
affects their reliability.
As a result, Teledyne Continental Motors has no
alternative but to strongly recommend that the
practice of installing such cylinders on GTSIO-520
engines be discontinued.
a. Before installing each cylinder and piston,
rotate crankshaft to place connecting rod in its
outermost position.
b. Dip piston pin (3 1) in castor oil before
installing in piston and connecting rod. Lubricate
all cylinder head studs before installation of
cylinder assemblies to crankcase.
c. Make sure the piston ring gaps are properly
positioned. Place the piston over the connecting
rod with the position number on its head forward,
and push the pin through until it is centered.
Lubricate rings and piston liberally before com-
pressing rings.
d. Hang a piston ring compressor on the
piston skirt. Holding the cylinder in left arm,
center the compressor over the piston rings and
compress them fully. Push the cylinder onto the
piston, forcing the compressor off the piston.
e. Remove the ring compressor and start the
cylinder base flange onto the hold down studs.
Make sure the base flange packing ring is in place
and not twisted. Seat cylinder barrel flange on
crankcase cylinder pad. Install, but do not tighten,
attaching parts (19, 20).
f. Install pistons and cylinders in any desired
order. In order to minimize turning of the crank-
shaft and to prevent excessive unbalance, it is
suggested that Nos. 4 and 5 be installed first. Turn
A- 12-3
the crankshaft for Nos. 2 and 3 and install the
assemblies. Then turn the shaft for 1 and 6 and
install the last two assemblies.
g. As soon as a cylinder has been installed,
attach it first with the upper four nuts, then with
the lower four. Tighten these moderately.
h. After installing all pistons and cylinders in
like manner as outlined in previous steps, torque
according to the sequence shown in fig.A4-38 to
the value given in Chapter B.
i. Turn overhaul test stand so that the engine
is in inverted position. Lubricate the exterior
surface of valve lifter with clean lubricating oil and
install in crankcase bores. Insert the spring loaded
end of the pushrod housing into crankcase bore
and compress spring until opposite end will slide
into cylinder head flange hole. Insert two pushrods
(13), for each cylinder, into the housings.
Turn crankshaft until both pshosaet
their lowest position. Lubricate the rocker shafts
(8) with clean engine oil, then insert into rocker
arms (11). Install thin washer (51). Center rocker
arm on valve stem and snug down inboard retainer.
Tighten both to specified torque.
NOTE . . . When installing retainers (12), side
clearance between retainers and rocker arms should
be 0.005 to 0.035 inch. See Fig. A-4-36.
k. Coat both sides of gaskets (5) with Tite-
Seal compound. Install gaskets and covers (4, 5),
Secure with five sets of attaching parts (1, 2, 3).
12-8. OIL PUMP (See Figure A-4-16).
a. Coat gasket (1) on both sides with a film of
Tite-Seal compound and slide gasket over mount-
ing studs. Slide oil pump assembly over studs and
secure with nine sets of attaching parts (2, 3,4).
b. Torque oil pump to specified limits; then
torque pipe plug (7) , filter screen plug (44)and
check all housings and attaching parts making sure
they are adequately secured.
12-9. STARTER ADAPTER (See Figure A-4-15).
a. Coat gasket (1 1) on both sides with a film
of Tite-Seal compound and install it on crankcase
A-12-4 June1980
studs.
b. Install adapter assembly and secure with
two sets of attaching parts (5, 6, 7), one set of
attaching parts (6, 7, 8) and two sets of attaching
parts (7, 9, 10).
12-10. ALTERNATOR ASSEMBLY (See Figure
A4-13).
a. Coat gasket (5) on both sides with a film of
Tite-Seal compound.
b. Install gasket and alternator (4); secure
with four sets of attaching parts (1, 2, 3).
c. The gear driven alternators used on the
GTSIO-520 engines are equipped with a drive
coupling which has a spring assembly to help
absorb torsional vibrations. This spring is wound in
the opposite direction for the geared engines as
compared to the direct drive engine.
The proper installation of the coupling is
important and special attention should be given to
the following items.
Remove shipping spacer and washer from the
alternator shaft and discard, if installed.
WARNING . . . Installation of the drive coupling
assembly on the alternator shaft with the shipping
washer in place will cause interference with the
face gear on the crankshaft and will result in
damage to the engine and alternator.
Install Woodruff key, coupling assembly and
washer. The washer is a special thrust washer and
must be installed with the bearing surface (copper
color) toward the alternator. Install nut and
tihten to 400 inch pounds torque. If slots of nut
do not align with cotter pin hole in alternator
shaft, the nut may be tightened further but not to
exceed 500 inch pounds. Do not back off on nut
to align holes. Install cotter pin as shown to insure
clearance when alternator is installed in engine.
Insure that the alternator slips into the crankcase
without binding and that the mounting flange is
properly seated against the crankcase before
torquing the four (4) mounting nuts. Do not force
the alternator into position as damage to the
alternator and drive gears could result.
If there is stud interference with the mounting lug
holes while mounting the alternators, do not force
the alternator over the studs. Doing so could
precipitate mount lug failure due to the resulting
preload. If interference exists, it is permissible to
enlarge the mount lug stud holes by drilling or
reaming (as necessary) up to a maximum diameter
of .387. Standard hole size is .337 - .347.
Care must be taken during installation to assure
that the alternator pilot enters the crankcase pilot
bore squarely. Forcing entry with the attaching
nuts may prestress the lugs to cause cracking and
failure.
With the alternator pilot properly engaged in the
pilot bore, run the attaching nuts up to the lug
contact surfaces evenly and snug. Torque the nuts
to 150-180 in. lbs. in diagonally opposite pairs.
12-1 1. OIL COOLER (See Figure A-4-14).
a. Coat gasket (14) on both sides with a film
of Tite-Seal compound and install on crankcase
studs.
b. Install plain washer (1 1) and "O" ring (10)
onto bolt (12). Install into the right crankcase
through the left crankcase. Install "O" ring (9) and
plain washer (8) onto projecting threaded end of
bolt. Install plain washer (7) onto stud adjacent to
bolt (12).
c. Install oil cooler assembly onto mounting
studs while being careful not to push bolt (12)
back into crankcase. Secure the oil cooler with
four sets of attaching parts (1, 2, 3) and one set (4,
5, 6).
12-12. MAGNETO AND ACCESSORY DRIVE
ADAPTER (See Figure A-4-11).
a. Place two new gaskets (13) on the two
upper four stud mount pads at the rear of the
crankcase so that oil holes in gaskets are aligned
with crankcase oil outlet holes.
b. Install two adapter assemblies (12) with oil
holes aligned with crankcase oil outlet holes. Make
certain that adapter with studs on the adapter pad,
is positioned on the 1-3-5 crankcase. Attach both
adapters to crankcase with plain washers, lock-
washers and nuts (6, 7, 8, 9, 10, 1 1).
12-13. OiL. SUMP (See Figure A-4-12).
a. Make certain engine is securely mounted to
stand bed; then turn engine upside down.
b. Coat both sides of gasket (12) with a film
of Tite-Seal compound and install on suction tube
(11). Install oil suction tube and secure with two
sets of attaching parts (9, 10). Secure oil suction
tube supports with two screws (8).
c. Coat both sides of gasket (7) with Tite-Seal
compound and lay in position on sump flange of
crankcase. Install oil sump (6) and secure with
attaching parts (3, 4, 5).
d. Make certain drain plug (2) is tight and
safety.
12-14. INDUCTION SYSTEM, GTSIO-520
a. Turn engine stand bed to put engine in
upright position.
b. Install copper washer on base threads of
nozzle assembly. Lube threads and install nozzle
assembly in cylinder. Torque to specified value.
Lube nozzle "O" rings and slide sleeve over nozzle
and seat; install rubber washer and plain washer
over top of nozzle and seat on sleeve. Connect fuel
discharge tubes. Install a clamp over each fuel
discharge tube and insert spring legs of clamp into
bracket.
c. Place a new gasket on the intake port
flange of each cylinder. Install flange over intake
tube and secure finger tight with attaching parts.
Install clamps and hoses on tubes. Locate intake
manifold assembly and adjust hoses to proper
position. Secure hose clamps and tighten intake
tube flange attaching parts to specified torque.
d. Lubricate seal with Gredag No. 44 and
install intercooler. Secure to intake manifold
assembly with screw, and washer. Secure to
bracket with insulator, sleeve, plain washer and
bolt.
e. Place seal on nozzle sleeve opening of air
fuel nozzle tubes. Connect air fuel nozzle tubes to
nozzle sleeves. Install tubes and junction box.
A- 12-5
f. At this time it is most convenient to hook
up crankcase breather hoses. (Refer to Fig. A-4-18)
Slide four clamps (16) onto hoses (17, 18). Slide
one end of hose (18) onto breather tube of oil
filler neck assembly (9) and the other end onto
breather tee (19). Attach hose (17) to breather tee
(19) and to breather tube (138). Make certain
clamps are in position to secure the hose ends.
12-15. FUEL INJECTION SYSTEM
a. Lubricate fuel pump drive gear assembly
and install into crankcase. Install coupling in drive
gear.
b. Coat both sides of gaskets with a film of
Tite-Seal compound; then install gasket on mount-
ing studs and slide fuel pump adapter over studs.
Install gasket, then install fuel pump and secure
with four sets of attaching parts.
c. If removed, install grommets in fuel pump
shroud. Install shroud onto fuel pump and secure
with attaching parts.
12-16. MAGNETO DRIVE GEARS (See Figure
A-4-1 1).
a. Insert one presssed steel retainer (18) into
each gear hub slot.
b. Cover each of the four new rubber bushings
with a film of Gredag No. 44 and insert two
bushings (17) into each retainer, rounded long
edges first.
c. Turn the crankshaft to the No. 1 cylinder
advanced firing position. Lubricate each magneto
drive gear shaft and teeth (16) and insert into bush-
ings (14). Rotate the gearshafts when they are
carefully pushed through the bushings and oil seals
so as not to damage or reverse the seal lip. Mesh
the magneto drive gears and idler gear to the
approximate position they will occupy. These
positions will vary slightly due to differences in
magneto and gears.
12-17. PLACING CRANKSHAFT IN TIMING
POSITION.
a. Plug one spark plug hole of No. 1 cylinder.
Place a thumb over the other spark plug hole and
turn crankshaft until a pressure is felt on the
A- 12-6
thumb. No. 1 cylinder is coming up on the
compression stroke.
b. Remove plug (1 17, Figure A-4-18) from
crankcase between fuel manifold valve and No. 6
cylinder. Rotate the crankshaft slowly and observe
the timing mark on the No. 8 crankshaft cheek.
When the mark is centered with the indicator pin,
the No. 1 piston is at the correct position
according to model.
c. If the plug is located in front of No. 6
cylinder, remove it and observe the timing mark on
the alternator drive gear as the crankshaft is
centered in the viewing hole, the No. 1 piston is at
the correct position.
12-18. MAGNETOS.
a. Remove inspection hole plugs from magnetos.
b. Turn magneto coupling until the pointed
chamferred tooth on the distributor gear is approxi-
mately centered in the inspection hole.
c. Without turning the impulse coupling, hold
the magneto in near horizontal position it will
occupy and see that the coupling slot in the driver
gear aligns with impulse coupling lugs on the
magneto. If coupling lugs and gear coupling will
not align, pull coupling drive gear just far enough
to rotate teeth and reset at correct angle to match
impulse coupling.
CA UTION.. .Do not pull coupling drive gear out
of oil seal.
d. Place a new gasket on the flange of each mag-
neto. Install magnetos carefully so drive coupling
lugs mate with slots of drive bushings. Install and
snug down four sets of attaching parts. Tighten
only enough to permit turning the magneto for
final timing, without looseness.
e. Connect one red lead from the timing light
to a test lead installed in the "switch" terminal
on the breaker cover of each magneto and the
black lead to any bare metal part of the engine.
f. Both timing lights should be on. Tap the
right magneto up, with a non-marring hammer,
unil the light goes out. Tap the left magneto
down until the light goes out. When the light goes
out, the points are just opening. Secure the mag-
netos.
g. Turn the crankshaft back a few degrees and
tap it in the direction of rotation until the timing
marks are aligned. Both timing lights should go
out at the same instant that the timing mark on
the crankshaft cheek aligns with the timing pin
indicator.
h. If the timing lights do not go out at the same
time, loosen the magneto that is late or early and
repeat the process.
12-19. IGNITION HARNESS.
a. The high tension cable outlet plates can be
attached to either magneto in only one position.
The shortest ignition cable is for No. 1 upper spark
plug and identifies the proper assembly for the
right magneto. Notice the "1" on the outlet plates
next to the No. 1 cylinder cable outlet holes.
b. Attach each cable outlet plate to its magneto.
c. Install spark plugs and gaskets in cylinders.
Tighten to torque specified in Section VII.
NOTE . . . Before final installation, coat spark plug
18 mm threads with a film of thread lubricant.
d. Install ignition harness assembly. Insert ter-
minals into plugs and connect elbows to spark
plugs. Make certain that conduits are not kinked or
interferring with some other part.
e. Attach cables to brackets with clamps. Tight-
en all coupling nuts.
12-20. FUEL LINES.
a. Make sure that all nozzles have been installed
and properly tightened.
b. Snap fuel discharge tube retaining clamps into
brackets and secure tubes in clamps.
c. Connect tubes to respective nozzles and mani-
fold valve fittings.
12-21. FINAL PARTS.
a. Unless optional accessories are to be installed
on the mount pads behind the magneto drive gears
before the test run, install gaskets and covers. At-
tach the covers with four plain washers, lockwashers
and plain hex nuts.
b. Install timing inspection plug and gasket (1 17,
118, Figure A-4-18).
MARCH 1981 A-12-7/A-12-8
 SECTION XIII
REPAIR AND TESTING
OF ACCESSORIES
13-1. HYDRAULIC VALVE TAPPETS. Select a
clean bench space in a location where there is
adequate light and a minimum of air circulation
and air-borne dust. If the bench top is wood or
metal, spread over it a clean sheet of heavy brown
wrapping paper. A bench covered with linoleum or
tempered masonite is preferable. In any event, the
work surface should be absolutely clean. If the
volume of tappet work permits, it will be advisable
to provide a rack of varnished wood or of sheet
aluminum to hold the parts while they are
disassembled. If such a rack is not available, the
disassembled parts of each tappet should be placed
in a row on the clean work surface so as to avoid
interchanging them between assemblies.
Particularly, it is essential that bodies, sockets and
plungers, be kept in original relationship, since
they are selectively fitted to obtain the specified
"leak-down" rate (the rate at which oil escapes
past the plunger). Obtain a supply of cleaning
solvent of a type which leaves no perceptible solid
residue when it evaporates. Cleaners Naptha and
the various trade-named mineral spirit solvents
used in regular cleaning of engine parts will be
satisfactory. The solvent must be previously
unused, and the supply should be kept in a
tightly-covered can. Pour out a sufficient quantity
of solvent into a clean pan, such as a tinned cake
pan, for use, and discard the working bath when-
ever it becomes discolored or contains an
appreciable amount of sediment. No special tools
are required, though a new paint brush may be
used to loosen sludge deposits.
13-2. DISASSEMBLY.
a. Clean the assembled tappet, then stand it
on its flat end.
b. Use a small screwdriver carefully to pry the
snap ring's flat sides inward, in turn, until the ends
are disengaged from the body groove. Hold down
the socket with a pushrod or other ball end tool
until the snap ring has been removed.
c. Invert the tappet, and catch the socket as it
drops out.
d. Insert a finger into the plunger, and with-
draw the attached spring and check valve assembly.
If the socket was not held out against the snap
ring, the plunger will be stuck tightly in the body.
This may be due to the formation of a ring of hard
carbon around the upper oil groove. It may be
possibl to scrape off such a deposit with a
blunt-edge knife, holding the plunger fully down in
the body. If so, the carbon should be blown out
with a watchmaker's blowgun or a small rubber
ball-type syringe as it is scraped loose. if such an
obstruction cannot be removed, or if the plunger is
seized by score marks, the entire assembly must be
discarded.
e. After removing the plunger, detach the
spring by turning it so as to unwind it while pulling
outward. Sometimes the spring will come off
without twisting, but do not stretch it out of
shape.
f. To remove the check valve cage from the
edge of the plunger, use a very small screwdriver or
a cotter pin inserted only far enough to pry against
the plunger shoulder just inside the cage slots. Do
not flip the cage off; just loosen it; then lift it off
while the plunger stands on its open end. Take off
the check valve spring and the valve plate.
13-3. CLEANING AND INSPECTION.
a. Clean the tappet parts individually in the
solvent, and inspect all oil grooves, oil holes and
corners for deposits. Each part must be thoroughly
clean, all oil holes unobstructed and all particles of
carbon and other foreign matter removed from all
surfaces.
b. Inspect the body for nicks, scores and
other roughness on all machined surfaces. Inspect
the cam follower face for pitting, radial scores and
groove wear. The latter indicates that the tappet
did not rotate as it is intended to do. This may be
due to excessive wear on the tapered toe of the
cam lobe. None of these defects may be allowed.
c. Inspect the socket for scoring in the con-
A-13-1
cave area. If properly lubricated, the socket should
wear to a mirror polish at the bottom. The size of
the worn area is not a true indication of the extent
of wear, since there is some variation in pushrod
ballend radius and hardness, as well as in socket
hardness. If the worn area is small in diameter it
may appear to be rather deep. This, too, is
deceptive. Unless there is indication that wear has
gone beneath the hard case depth, the socket will
be serviceable, unless it is rough. Inspect each of
the right-angle socket oil holes while aiming the
other at a strong light to check for restrictions.
Remove any deposit with a 1/16 inch brass rod cut
square and flat on the end.
d. Inspect the plunger exterior wall for scores
and other roughness. (Do not attempt to smooth
these surfaces. If they are rough the plunger is not
repairable). Make sure that its side oil hole and
check-valve oil hole are clear. Inspect the check-
valve seat for nicks, pitting and scratches, using a
magnifying glass in good light. The seat must be
perfectly flat.
e. Inspect the check-valve plate for bending
and roughness. It is possible to lap the valve
plate to restore perfect flatness; however, this is
not usually an economical procedure. Inspect the
check-valve spring for distortion. It should stand
about 1/4 inch high. Look for dirt in the valve
cage, and see that it is not deformed so as to be
loose on the plunger shoulder.
13-4. TESTING. Since proper leak-down past the
plunger and perfect seating of the check valve are
essential for maintenance of zero lash in the valve
train, and since bodies and plungers are not
interchangeable, it is essential to ascertain whether
the original body and plunger are worn too much
to operate satisfactorily and whether the check
valve will seal perfectly. It is not necessary to
determine the exact leak-down rate. A quick but
sufficient check may be made immediately after
cleaning the parts and without special equipment.
For the first test assemble the plunger, check-valve
plate, check-valve spring and cage (refer to para-
graph 13-5). Do not install the large expanding
spring on the plunger. Stand the dry body on its
flat end, and start the dry plunger and valve
assembly into its bore. The plunger will go in easily
until its inner end has passed the lower body oil
hole. Unless it is very badly worn or the check
A-13-2
valve is leaking, it will stop there. In order not to
obstruct the check-valve oil hole, use a screwdriver
to push down on the bottom of the plunger bore.
Push only a short way, and release at once - a
tapping motion. The plunger should kick back
promptly due to the compression of trapped air
under it. It may not come quite back to the
starting point, and by successive taps it can be
pushed eventually to the bottom as air slowly
escapes around it, but the kick back should
indicate good compression. If it shows rapid
leakage, this may be due to dirt on the check valve
or seat or to irregularities in either part, or it may
be due to wear of the plunger. A second test for
valve leakage may be made by plugging the top of
the plunger either with the smallest finger or with a
rubber cork into which a small screw has been
driven and pushing the plunger in while plugging
the body oil holes by holding the body between
thumb and forefinger. If the plunger resists inward
and outward motion, indicating good compression
and vacuum, respectively, then the check valve is
not seating perfectly. In this event, clean the
sealing surfaces again and inspect for possible
scratches and other damage. If the valve cannot be
made to seat perfectly, or if the second test
indicated excessive plunger wear, discard the entire
tappet. On the other hand, if the first test
produced a satisfactory kickback the unit should
operate well enough in the engine and, in the
absence of other kinds of damage to the parts, it
should be considered acceptable.
13-5. REASSEMBLY.
a. Coat the inside of the tappet body with
only a film of clean engine lubricating oil. Stand it
on its flat end.
b. Stand the plunger on its open end. Lubri-
cate the check-valve plate, and lay it on the seat at
the top of the plunger. Center it by eye. In the
center of the valve, stand the small valve spring.
Place the valve cage over the spring, push it down
onto the plunger shoulder. Use a screwdriver and a
small hammer or hand-tap the cage down firmly
against the plunger all around.
C. Place the large expanding spring on over
the valve cage. Lubricate the outside of the plunger
and the spring sparingly. Insert this assembly into
the body core, spring first.
d. Lubricate the socket. Place it, flat side
down, on top of the plunger. Hold it inward below
the body snap ring groove with a pushrod or other
ball-end tool, and insert the ends of the snap ring
into the groove, then with a screwdriver push the
snap ring center curve into the groove.
e. Lubricate the outside of the body and its
flat end with clean engine oil, but do not
squirt oil into the plunger or body oil holes. Store
assembled tappets under cover, or wrap them in
waxed paper until ready for installation in the
engine.
13-6 OIL COOLER.
a. CLEANING.
1. Soak the assembly in a tank of mineral
spirit solvent or cleaners naptha to loosen and wash
out heavy sludge deposits and oil.
2. Blow out the cooling fins and dry the
exterior with a jet of dry compressed air after
draining the cooler.
3. For a final cleaning operation, a tank of at
least 10 gallons capacity with a solution-circulating
pump system of approximately 35 gallons per
minute delivery at 75 - 150 p.s.i. pressure should
be used to circulate through the cooler core a
solution of an inhibited, mild alkaline cleaning
compound, such as Oakite No. 61 (6 oz. Oakite per
gallon water) maintained at a temperature between
160F. and 180F. A pressure gauge should be
installed in the supply line and another in the
return line to measure the pressure drop through
the cooler. The pressure drop will decrease, i.e., the
gauge readings will come closer together as the
solid deposits are flushed out. An adapter for
attachment of the hoses must be made locally and
sealed to the cooler mount flange with a gasket and
three bolts, washers and nuts. The adapter may
incorporate the two gauges. It may be made of
steel plate and standard iron pipe fittings. The
cleaning solution should enter through the normal
cooler outlet port (front in installed position). A
filter must be interposed in the supply hose
between the pump and the cooler. Circulate the
solution until the discharge appears clean the
pressure drop across the cooler has stabilized at the
lowest value obtained. This may require 30
minutes or so.
4. Flush the cooler core thoroughly with
clean hot water, and drain it as completely as
possible. Blow off the exterior with dry com-
pressed air.
CA UTIO N... Use only an inhibited, mild alkaline
cleaning compound intended for cleaning alumi-
num parts. Strong alkaline ma terials intended for
use on other metals will destroy the cooler by
corrosive action. If such a compound has been used
in the circulating equipment it must be washed out
thoroughly before filling with the solution to be
pumped through the oil cooler. It is essential that
all alkaline material be removed from all exterior
and interior surfaces of the cooler. Residues left
inside the core will react with acids in the engine
oil to form soap, and this will cause violent
foaming in the oil system.
After a cleaning operation, empty the solution
filter, and examine the filtering element for
metallic particles. If any significant volume of such
particles is found, the cooler from which they
came should be destroyed, since there is no way of
determining when all such particles have been
removed.
b. INSPECTION.
1. Look for obstructions between the air fins.
2. Inspect the flat tubes, fins and headers for
dents and bending. The assembly is allowed to be
out of square 1/16 inch per foot in any direction.
MARCH 1981 A-13-3
Any distortion will indicate the possibility of
cracks and broken jit.Fins must not be bent so
as to restrict the cooling air flow.
3. Inspect the mounting surface for deep
scratches and cracks which would cause oil leakage.
4. To test for invisible leaks, block either oil
port with a gasket and adapter plate through which
compressed air may be introduced into the other
port and attach a compressed air hose to the
adapter inlet. The air line should be equipped with
a pressure gauge and, between the gauge and the
pump, a manual shutoff valve. Lower the cooler
into a water tank until it is completely immersed;
then slowly open the air line valve until the
pressure has risen to 100 p.s.i. Close the valve, and
watch for air bubbles escaping from the cooler,
accompanied by a drop in guage reading. If
necessary to maintain pressure, open the air line
valve long enough to locate the source of bubbles
at the cooler surface, and if the point is accessible,
circle the leak with a crayon mark to identify
points which may be repairable.
c. REPAIR.
1. Because of the welded constructions,
repairs are not recommended by the oil cooler
manufacturer; however, emergency repairs may be
made to stop leaks in accessible locations, such as
tube seams and header surfaces, when a new cooler
is not available.Do not attempt to repair an oil
cooler with blown or bulged tubes.
2. Clean thoroughly the area surrounding the
crack or hole.
3. Apply a thin coat of a solution of Alcoa
No. 33 flux in water.
4. To repair tube leaks, heat the metal with an
acetylene torch equipped with a No. 3 tip, and
apply Alcoa No. 716 welding wire 1/16 inch in
diameter.
5. To repair header leaks or mounting pad
cracks, heat the metal with an acetylene or
hydrogen torch equipped with a No. 5 tip, and
apply Alcoa No. 718 welding wire of 3/32 inch
diameter or Alcoa No. 43S welding rod.
A- 134
6. Remove all traces of welding flux by
wiping all accessible areas with a clean cloth wet
with hot water; then scrub with a stiff bristle brush
and hot water, and wipe again with a wet, hot
cloth. Flush all inaccessible areas thoroughly with
hot water and dry with compressed air. Repeat the
flushing and drying operation several times.
7. Repeat the air test described in paragraph
I13-6B.
CA UTION ... All aluminum welding fluxes are
highly corrosive. Exercise care to prevent the flux
from entering the cooler core. Complete removal
of the flux residues is essentialfor the same reason.
8. If a crack in the mounting surface was
repaired by welding, the flatness of the surface
must be restored by machining or by careful filing
and lapping. Before machining or filing, plug the
oil ports with a hard grease which is soluble in
lubricating oil. Remove the plugs after machining
or lapping and thorough cleaning.
13-7. TESTING. Seal the flushing adapter to the
cooler, and connect to a high pressure hose leading
through a valve to a source capable of supplying a
low viscosity lubricating oil at a static pressure of
200 p.s.i. Fill the cooler by circulating oil until all
air has been displaced. Then block the cooler, and
apply a pressure of 200 p.s.i. Close the supply-line
valve, and allow the cooler to stand under this
pressure for 20 minutes, during which time there
should be no oil leakage, and the gauge pressure
should remain constant.
13-8. LUBRICATION. Following completion of
cleaning, testing and repair work, if any, and
pending installation of the cooler, flush the core
with clean, low viscosity lubricating oil at a
temperature of approximately 160'F. Drain out
the bulk of the flushing oil, leaving a coating on
the interior surfaces, and store the cooler in a
rightly-covered container.
13-9. ACCESSORIES. For overhaul instructions
and parts list relative to the starter, alternator and
magnetos used on the GTSIO-520 series of engines
you are to forward your request to the address
listed in Accessory Manufacturers.
 ACCESSORY MANUFACTURERS

Accessory Manufacturer Address Accessory Manufacturer Address

Starter Delco-Remy United Motors Service

General Motors Building Alternator Teledyne - Teledyne Continental Motors
Detroit, Michigan Crittenden P. 0. Box 90
Mobile, Alabama 36601
Prestolite The Presrolite Company
Division of Eltra Corp.
51 1 Hamilton Street
Toledo, Ohio 43601 Magnetos Bendix Bendix Electrical
Components Division
Alternator Delco-Remy United Motors Service Sidney, New York 13838
General Motors Building
Detroit, Michigan

Prestolite The Prestolite Company Slick Slick Electro, Inc.

Division of Ultra Corp. Rockford, Illinois 61 100
5 11 Hamilton Street
Toledo, Ohio 43601

June 1980 A-13-5/A-13-6

 SECTION XIV
TESTING AFTER OVERHAUL
14-1. After each major overhaul, engine perform-
ance should be tested and new parts run-in while
the engine is mounted on a rigid test stand,
preferably enclosed in cell of such design that
recirculating air is held to a minimum. The engine
stand should be constructed in such a way as to
permit accessibility to all engine line and
instrument connections and to permit frequent
inspection of all points of possible leakage. All
tubes, wires, rods and cables used to connect
instruments and controls should be well supported,
yet of sufficient flexibility to permit them to be
moved out of the way during installation and
removal of the engine.
NOTE . .. You will find the test schedule etc. in
the Difference Data Section for each lettered
engine model.
NOTE . .. When necessary, the airframe can be
cosdered a suitable test stand for running in
overhauled engines contingent on use of a test
propeller and equipped with a suitable shroud or
scoop to gather and direct cooling air over the
cylinders. Engine must be equipped with cylinder
head pickups on all cylinders and other instru-
mentation as needed.
14-2. TEST EQUIPMENT.
a. TEST CLUB. Unless a dynamometer is
used to apply controlled loads to the crankshaft, it
will be necessary to install a wood test club, such
as those supplied by the Hartzell Propeller Fan Co.,
Piqua, Ohio. Test clubs are customarily supplied in
standard diameters, so that the blade length must
be reduced by the "cut and try" method until the
club will absorb the BHP at the RPM specified in
the following tables for the model on test. The test
club is usually calibrated for the test stand and
engine combination.
b. TEST STAND. Any rigid supporting stand
of adequate strength and suitable shape and
dimensions may be fitted with adapters to accept
the engine mount bracket locations and sheer
rubber mount bushing dimensions shown in the
installation drawings. The crankshaft should be at
least five feet above the cell floor so that the club
will not cause excessive air disturbance at floor
level. If the cell does not have a paved floor, the
ground under the stand, and for considerable
distance around it, should be treated to hold the
Soil.
c. COOLING AIR SCOOP. In warm climates
it may be necessary to construct a scoop of
heavy gauge sheet metal to fit over the tops of all
cylinders. It should have pads to seal it to the rear
cylinders and to all valve rocker covers, in order to
direct an adequate flow of air downward through
the cylinder fins. It may be determined necessary
to construct vanes to direct cooling air downward
to the center cylinder and/or oil cooler. The
temperature of all cylinder heads should be
measured until uniformity within 50 has been
obtained. It is also advisable to provide a duct from
the cylinder scoop to the generator or alternator
vent tube, or to provide a separate scoop.
d. INDUCTION AIR INTAKE. An air filter
and housing should be attached to the turbo-
charger air inlet flange. The filter area must be
sufficient to avoid restriction of air flow. Filter
should be cleaned before each test. Calculations of
filter area should be based on approximately 389
c.f.m. of air required by the engine at full throttle
and on the filter capacity per unit of area. The
calculated area of a clean filter should be increased
by at least 50% to allow for the accumulation of
dirt.
e. EXHAUST STACKS. The exhaust mani-
fold system as furnished by the aircraft manu-
facturer should be used in testing. Should this
system not be available, an exhaust system con-
forming to the Teledyne Continental drawing for
the applicable engine model should be used.
f. CONTROLS. The only necessary controls
are a mixture control and throttle control capable
of operating the fuel control and metering shafts
through their complete ranges. Also, a standard
twin magneto switch connected to the magneto
grounding terminals.
A-14-1
g. ELECTRICAL WIRING. A 24-volt storage
battery must be connected by a No. 0 stranded
copper cable from its positive terminal to the
power terminal of the starter or starter solenoid.
The battery negative terminal must be connected
to the engine or both battery terminal and engine
may be grounded. A small insulated wire should
connect the starter solenoid coil terminal to a 5
amp pushbutton switch. The other switch terminal
must be connected to the engine, or both to a
common ground.
h. INSTRUMENTS. The control panel should
be equipped with the following engine instru-
ments:
1. An electrically powered (1/2 engine RPM)
tachometer is necessary on some engine models.
manifold valve.
14-3. ENGINE TEST AFTER OVERHAUL.
a. After a partial or complete disassembly and
repair of an engine in which no major part
(cylinder, piston, bushings, gear, etc.) was replaced,
the engine may be tested in accordance with Table
outlined in the Difference Data Section.
b. Extend the second period of each test
schedule, if necessary, to raise the oil temperature
to 1000 F.
NOTE ... If tests must be conducted in extremely
cold weather, it may be necessary to shield the
crankcase from the cooling air stream, since it
takes some heat from the oil.

2. An oil pressure gauge and tube connection. c. Take instrument readings at the beginning,
in the middle, and at the end of the full throttle
3. An oil temperature gauge and capillary period. Take one reading during each of the other
assembly. periods as soon as conditions have stabilized.

4. A cylinder head temperature gauge, wiring d. Make one check on performance of each
and spark plug bayonet thermocouple. (Install magneto alone at 1500 RPM. Clear spark plugs by
under a lower spark plug.) operating with both magnetos on for a few seconds
between checks.
5. A water manometer with rubber hose
connection to the vacuum pump oil return hole at NOTE .. . The maximum allowable cylinder head
the rear of the crankcase. temperature and the maximum allowable oil
temperature must not be exceeded at any time
6. An ammeter connected in the alternator during the test.
circuit.
14-4. PRE-STARTING PROCEDURE.
i. BREATHER. A substantial hose of 3/4
inch I.D. should be securely clamped over the a. Service the lubricating system with non-
crankcase breather elbow and supported so as to detergent mineral oil (MIL-C-6529 Type II).
lead to a point above and to the rear of the engine. 1. Grade SAE 50 (above 400 F.)
2. Grade SAE 30 (below 400 F.)
FUEL SYSTEM. The test stand fuel system
b. Rotate the propeller by hand through
is to incorporate an auxiliary pump capable of
several cycles with the spark plugs removed.
delivering fuel to and through the engine system at
a pressure of 2 to 2-1/2 psi indication on fuel c. Motor the engine with the starter until
pressure gauge. Means of determining, by weight, a positive oil pressure is observed or pre-oil the lu-
fuel consumption for given periods of time and at brication system using an external oil system pres-
specified percentage of power should also be sure system.
included. Connect stand fuel supply line to upper
elbow projection from left side of fuel pump d. Install the spark plugs.
shroud. Connect fuel pump-to-supply tank return
line to upper elbow projecting from right side of 14-5. STARTING PROCEDURE.
fuel pump. Connect fuel pressure gauge line to the
fitting projecting from the center rear of fuel a. Open throttle to approximately 1000 to

A-14-2
1200 RPM position. run-in. Never perform run-in or run-up over a dusty
surface or loose earth or gravel.
b. Turn magneto switch to "BOTH" position.
3. Head aircraft into the wind.
c. Press boost pump button and hold in until
2.5 - 3.00 p.s.i. nozzle pressure is obtained: then 4. Propeller in low pitch - high RPM.
release boost pump button and press s tarter
button. 5. Have engine fully cowled with cowl flaps
full open.
NOTE . .. During operation of starter, the boost
pump may be used intermittently to maintain 2.5- 6. Run-in in two ten-minute increments, the
3.0 p.s.i. nozzle pressure. DO NOT use boost pump first not to exceed 1200 RPM, the second not to
after engine is running smoothly. exceed 1500 RPM, with a cooling off period in
between.
14-6. PRESERVATION. If the engine is not to
be installed in an aircraft and placed in service NOTE Inspect for leaks etc. after each run.
immediately, an additional period of 15 minutes
test time will be required to preserve the engine
internally. The engine must be stopped so the oil 7. Run-up very briefly to check full power
may be drained and replaced with a corrosion- performance.
preventive oi mixture (suitable for flight
operation). During the same period unleaded 8. Observe cylinder head temperature and oil
gasoline should be supplied to the fuel system. temperature limits at all times.

NOTE . .. For test schedule see Difference Data
Section for specific models.
14-7. ENGINE RUN-IN AFTER TOP OVER-
HAUL OF ONE OR MORE CYLINDERS. The
need for a recommended run-in procedure after
top overhaul with the engine installed in the
aircraft using a flight propeller has become evident
and we therefore propose the following:
1. In hot weather, select the coolest time of
day for both ground run-in and in-flight break-in.
2. Select the most dust free area for ground
9. Check oil level before flight with aircraft in
level ground attitude. (Alternate method is to
weight oil.)
10. Take off using full power and fly around
the airport for one hour at (75%) seventy-five
percent power.
11. After flight, check oil level with aircraft in
same ground attitude as before-flight check.
(Alternate method -weightil.)
12. Record observed oil consumption in engine
log book.

A-14-3/A-14-4
 TABLE OF LIMITS

Ref. Chart Serviceable New Parts

No. No. Description Limit Mi n. Max.
CYLINDER AND HEAD ASSEMBLY
1 Cylinder bore (lower 4.25 " of barrel)......Diameter: 5.256 5.25 1 5.2 53
2 1 Cylinder bore choke (at 5.75" from open end
of barrel).................Taper: - 0.001 0.00 10 0.0025
3 1 Cylinder bore out- of-round .. .......... 0.002 0.000 0.00 1
4 1 Cylinder bore .... ....... Allowable Oversize: 5.26 1 5.255 5.256
5 1 Cylinder bore roughness .. .......... RMS: 15 30
6 1 Intake valve seat insert in cylinder head ...... ameter: 0.007T 0.010T
7 1 Intake valve guide incylinder head .. .... iameter: 0.00 1T 0.0025T
8 1 0 Exhaust valve guide in cylinder head ...... iameter: 0.001T 0.0025T
1 OExhaust valve guide in cylinder head .. ... Diameter: 0.0012T 0.0027T
9 1 Exhaust valve seat insert in cylinder head .. .. Diameter: 0.007T 0.010T
1 I nta ke valve seat...............Width: 0.063 0.140
11 1 Exhaust valve seat ..... ......... Width: 0.063 0.140
Exhaust valve seat to valve guide axis.......Angle: 44030' 45000'
Intake valve seat to valve guide axis........Angle: 59030' 60000'

ROCKER ARMS AND SHAFTS

12 1 Rocker shaft in rocker arm bushing.......Diameter: 0.004L 0.0010L 0.0025L
13 1 Rocker arm bushing in rocker arm .. ..... Diameter: 0.002T 0.0 06 T
14 1 Intake valve in guide .. .......... Diameter: 0.005L 0.0012L 0.0027L
14 1 Intake valve in guide .. .......... Diameter: 0.0010L 0.0036L
15 1 ©Fxhaust valve in guide............Diameter: 0.007 L 0.003L 0.0047L
15 1 ®TExhaust valve in guide............Diameter: 0.0035 L 0.0062L
16 1 Intake valve face to stem axis..........Angle: 5945' 60015'
17 1 Exhaust valve face to stem axis .. ....... Angle: 45000' 450 30'
18 1 Intake 'valve (Max. tip regrind 0.015") .. .... Length: 4.789 4.804 4.824
19 1 Exhaust valve (Max. tip regrind 0.01 5") ..... Length: 4.79 1 4.806 4.826
20 1 Intake and exhaust valve concentricity ........ 0.004 0.000 0.002
Rocker arm foot to end of valve .. ..... Clearance: 0.060 0.200

PISTONS,RINGS AND PINS

21 1 Piston (bottom of skirt) in cylinder.......Diameter: 0.016 L 0.008L 0.014L
22 1 First piston ring in groove ........ ide Clearance: 0.006L 0.00 15L 0.0040L

First piston ring (standard gap).........Tension: 12 lbs. 12.5 lbs. 17.5 lbs.
23 1 Second piston ring in groove .. ..... Side Clearance: 0.006 L 0.0015L 0.0040L

Second piston ring (standard gap)........Tension: 8 lbs. 9.5 lbs. 14.5 lbs.
24 1 *)Third piston ring in groove........Side Clearance: 0.0035 L 0.00551
Third piston ring (standard gap) .. ...... Tension: 8 lbs. 9 lbs. 14 lbs.
25 1 Fourth piston ring in groove .. ..... Side Clearance: 0.006L 0.008L
Fourth piston ring (standard gap)........Tension: 8 lbs. 9lbs. 13 lbs.
26 1 Fifth piston ring in groove .. ...... Side Clearance: 0.006L 0.008L
Fifth piston ring (standard gap).........Tension: 8 lbs. 9 lbs. 13 lbs.
27 1 First piston ring in cylinder............Gap: 0.033 0.044
28 1 Second piston ring in cylinder...........Gap: 0.030 0.046
29 1 @Third piston ring in cylinder .. ......... Gap: 0.030 0.0.46
30 1 Fourth piston ring in cylinder...........Gap: 0.059 0.033 0.049
31 1 Fifth piston ring in cylinder............Gap: 0.059 0.033 0.049
32 1 Piston pin in piston (Std or 0.0005" OS).....Diameter: 0.00 13 L 0.0003L 0.0007L
33 1 Piston pin in connecting rod bushing .. .... Diameter: 0.0040L 0.0022L 0.0026L
34 1 Bushing in connecting rod .. ........ Diameter: 0.0025T 0.0050T
MARCH 1981 B-1
 Ref. Chart Serviceable New Parts
Noa. No. Description Limit Min. Max.
35 Connecting rod bearing on crankpin .. .... Diameter: 0.0009L 0.0034L
36 Connecting rod on crankpin ....... Side Clearance: 0.016 0.006 0.010
37 Bolt in connecting rod............Dameter: 0.0000 0.0018L
38 Connecting rod bearing and bushing twist or
convergence per inch of length.......... 0.001 0.0000 0.0005
CRANKSHAFT
39 Crankshaft in main bearings ... .. ..... Diameter: 0.005L 0.001 L 0.004L
40 Propeller reduction gearshaft in bearing ...... Diameter: 0.001 L 0.004L
41 2 Propeller drive shaft in bearing... .. .... Dameter: 0.001 L 0.004L
42 2 OCrankpins...............Out-of-round: 0.00 15 0.0000 0.0005
43 2 0 Main journals..............Out-of-round: 0.00 15 0.0000 0.0005
44 2 Propeller drive shaft .. ......... Out-of-round: 0.002 0.0000 0.0020
44-1 2 Transfer tube sleeve in drive gear .. .. .... Diameter: 0.0005T 0.0025T
44-2 2 Transfer tube in sleeve and adapter.. ...... Diameter: 0.0008 L 0.0020L
45 2 Propeller drive shaft in thrust bearing . ... End Clearance: 0.020 0.006 0.0152
46 2 Propeller reduction gearshaft .. ..... End Clearance: 0.0055 0.0115
47 Crankshaft in crankcase..........End Clearance: 0.0 10 0.0 16
48 2 Crankshaft run-out at center main journals
(shaft supported at front and rearjournals)
2
full indicator reading............. 0.0 15 0.000 0.0 15
49 2 Propeller shaft flange run-out (when supported at
2 front and rear journals) Full indicator reading .. .. 0.003 0.000 0.002
50 0 amper pin bushings in crankcheek extension...Dameter: 0.00 15T 0.003T
2
51 ODamper pin bushings in counterweight ........ 0.0015T 0.003T
52 2 Damper pin in counterweight -...... End Clearance: 0.040 0.00 1 0.023
53 Alternator drive gear on reduction gear ..... Diameter: 0.005T 0.0035T
54 2 Crankshaft gear on crankshaft............ 0.000 0.00T
2
2 CAMSHAFT
55 Camshaft journals in crankcase-........Diameter: 0.005L
2 0.00 1L 0.003L
56 Camshaft in crankcase..........End Clearance: 0.0 14 0.005 0.009
57 Camshaft run-out at center journals (shaft supported
2
attend journals) full indicator reading ....... 0.0 03 0.000 0.00 1
58 Camshaft gear on camshaft flange .. ..... Dameter: 0.0005T 0.0015
2
59 Governor drive gear on camshaft-.......Diameter: 0.006 L 0.0005L 0.0020L
2
CRAN KCASE
60 Thru bolts in crankcase-..........Diameter: 0.005T 0.0013L
61 3
Hydraulic lifter in crankcase-.........Diameter: 0.003 5L 0.00 1L 0.0025L
62 Governor drive shaft in crankcase .. ..... Diameter: 0.0014L 0.0034L
2
OIL PRESSURE RELIEF VALVE
63 2 Adjusting screw in plunger-..........Diameter: 0.003L 0.005L 0.0020L
2
2 ACCESSORY DRIVE IDLER GEAR
64 Bushing in idler gear .. .......... Dameter: 0.001 T 0.003T
65 Idler gear support in bushing .D........iameter: 0.005L 0.0035T
0.0015L
66 MAGNETO AND ACCESSORY DRIVE
2
Bushing in magneto & accessory drive adapter. ..- Diameter: 0.00 1T 0.004T
67 Magneto & Accessory drive gear
in adapter bushing ... ......... Diameter: 0.005L 0.0015L 0.0035L
68 Oil seal in adapter ... .......... Diameter: 0.001T 0.007T

B-2 October 1980

Ref. Chart Serviceable
No. Description Min. Max.
69 2 Sleeve in magneto and accessory drive gear....Dameter: 0.00 1T 0.004
70 2 Magneto and accessory drive gear .. ... End Clearance: 0.003 0.04 1
71 2 Magneto coupling retainer in
magneto gear slot...........Side Clearance: 0.040L 0.002 L 0.0281L
OIL PUMP
72 4 Oil pump driver gear in housing .. ...... Diameter: 0.0040L 0.0065L
73 3 Oil pump driver gear shaft in pump housing . . .. Diameter: 0.0045L 0.00 15L 0.0030L
74 4 Oil pump driven gear in housing .. .. .... Dameter: 0.0040L 0.0065L
75 3 Oil pump driven gear in housing......End Clearance: 0.00 19 0.0044
76 3 Oil pump driver gear in housing .. .... End Clearance: 0.00 19 0.0044
77 3 Oil pump driven gear on shaft ... .. .... Dameter: 0.004 L 0.0005 L 0.0025L
78 4 Scavenge pump driver gear in housing . . D....0iameter: 0.010L 0.0055L 0.U080L
79 3 Scavenge pump driver gear in housing....End Clearance: 0.005 0.0005 0.0030
80 3 Scavenge pump driver gear on drive shaft ..... Dameter: 0.004L 0.00 15L 0.0030L
81 4 Scavenge pump driven gear in housing . .. ... Diameter: 0.010 L 0.0055 L 0.0080L
82 3 Scavenge pump driven gear in housing....End Clearance: 0.005 0.0005 0.003 0
83 3 Scavenge pump driven gear bushing on shaft . . .. Diameter: 0.004L 0.0005L 0.0025L
84 3 Tach drive gear shaft in scavenge pump cover Diameter:
.. 0.004L 0.001 5L 0.0030L
STARTER DRIVE
85 3 Starter shaftgear in bearing .D........Diameter: 0.0005 L 0.0020L
86 3 Starter clutch drum on starter shaftgear.....Diameter: 0.008L 0.0045L 0.0065L
87 3 Starter shaftgear in ball bearing .. ...... Diameter 0.0001T 0.0008 T
88 3 Worm wheel gear............End Clearance: 0.0026 0.0286
89 3 Clutch spring on clutch drum.........Diameter: 0.0 12T 0.01 T 0.022T
90 3 Clutch spring on starter shaftgear
(over knurl) ......... ..... Diameter: 0.013 L 0.006 L 0.009L
91 3 8 Clutch spring in clutch spring sleeve .. .... Diameter: 0.027T 0.034T 0.038T
92 3 Starter adapter cover surface to thrust pads .. .... 1-444 1.438 1.440
93 4 Ball bearing in starter adapter.........Diameter 0.000 1T 0.0010T
94 4 Worm gearshaft in ball bearing .. ...... Diameter: 0.0001L 0.0007T
95 4 Starter worm gear on shaft..........Diameter: 0.004L 0.0005L 0.0025L
96 4 Starter pilot to starter drive adapter .. .... Diameter: 0.00 10L 0.0065L
97 4 Starter drive tongue to worm shaft
drive slot..............Side Clearance: 0.010 0.02 1

FUEL PUMP ADAPTER

98 2 Fuel pump gear in adapter .. ........ Diameter: 0.0 04 L 0.0005L 0.0025L
99 2 Fuel pump gear in crankcase .. ..... End Clearance: 0.002 0.036
100 2 Seal in fuel pump adapter .. ........ Diameter: 0.003T 0.009T
GEAR BACKLASH
101 2 Crankshaft gear and camshaft gear .. ..... Backlash: 0.0035 0.0082
102 2 Prop drive shaft and prop reduction gear.....Backlash: 0.00 13 0.0067
103 2 Crankshaft gear and idler gear.........Backlash: 0.0028 0.0089
104 2 Idler gear and magneto drive gear .. ..... Backlash: 0.008 1 0.0 146
105 2 Idler gear and accessory drive gear .. ..... Backlash: 0.0081 0.0 146
106 4 Oil pump driver and driven gear .. ...... Backlash: 0.027 0.0 14 0.02 18
107 4 Scavenge pump driver and driven gear......Backlash: 0.027 0.0 14 0.0218
108 3 Starter shaftgear and crankshaft gear .. .... Backlash: 0.0 10 0.0037 0.0078
109 4 Starter wormwheel gear and worm gear .. ... Backlash: 0.020 0.0086 0.0 14 1
110 2 Governor drive and driven gears . . . .... Backlash: 0.009 0.00 14 0.0085
111 2 Alternator face gear and driven gti.. .... Backlash: 0.0 12 0.002 0.009
112 Fuel pump gear and cam cluster gear .. .... Backlash: 0.0 16 0.0087 0.0 127
B-3
 Ref. Chart Serviceable New Parts
No. No. Description Limit Max.
SPRING TEST DATA
Oil temperature control valve 0.090 inches
minimum travel at ..... ..... Temperature: 120 F 170 F
Oil temperature control valve must
close between...........Oil Temperature: 168 F 1720 F
113 3 Relief valve spring (632652) compressed to
1.24 inch length...............Load: 46.5 lbs 49.6 lbs 54.6 lbs
114 4 Oil filter by-pass valve spring (631478) in
pump compressed to 1.09 inch length .. .... Load: 5.0 lbs 5.3 lbs 5.9 lbs
115 Inner valve spring (637836) compressed to
1.329 inch length ..... ......... Load: 73 lbs 78 lbs 88 lbs
115 Inner valve spring (637836) compressed to
1.809 inch length ..... ......... Load: 40 lbs 43 lbs 49 lbs
116 Outer valve spring (637837) compressed to
1.275 inch length ..... ......... Load: 118 lbs 126 lbs 140 lbs
116 Outer valve spring (637837) compressed to
1.791 inch length ..... ......... Load: 46 lbs 49 lbs 55 lbs

Use 0.005 inch oversize pistons and 0.005 inch oversize rings.
Clearances for standard guides P/N 631496
Clearances for nitraloy prefinished guides P/N 641973
Fourth ring groove in five ring piston.
Third ring groove in five ring piston.
If crankshafts are worn beyond these limits they may be repaired by grinding crankpins and journals to 0.01 0 inch under new shaft
limits and renitriding the crankshafts.
Refer to para. A-9-14 for allowable wear at damper pin bushings.
Sandblasted finish. When finish is worn to 75 RMS. Replace sleeve.

B4 MARCH 1981
 61

FIGURE B-1. LIMITS CHART (CHART 1)

B-5
 FIGURE B-2. LIMITS CHART (CHART 2)

B-6 JUNE 1980

 82 83

84

T-12

FIGURE B-3. LIMITS CHART (CHART 3)

B-7
 1067 74

81

107

FIGURE B4. LIMITS CHART (CHART 4)

B-8
 TABLE 2

TIGHTENING TORQUES

Ref. Chart Thread Torque

No. No. Special Applications Size Quantity In. Lbs. Ft. Lbs.

T1 2 Crankcase through bolt ......... 1/2-20 8 690-710 57.5-59.2

T2 2 Crankcase through bolt (nose) ....... 1/2-20 4 640-660 53.3-55.0
T3 2 Crankcase through bolt. ............... 7/1 6 20 4 490-510 40.8-42.5
T4 2 Crankshaft face gear screw (alternator). ..... 5/1 6-24 4 140-150 11.7-1 2.5
T5 2 Crankshaft gear screw. ................ 5/16-24 6 380-420 31.7.35.0
T6 2 Camshaft gear screw. ................. 5/16-24 4 240-260 20.0-2 1.7
T7 1 Connecting rod bolt nuts............... 7/1 6-28 12 550-575 45.8-47-9
T8 I Cylinder hold down nuts. .............. 7/1 6-20 36 490-510 40.8.42.5
TS 1 Cylinder hold down nuts. .............. 1/2-20 12 690.710 57.5-59.2
T10 4 Oil filter plug (with new gasket). ......... 1-3/4-16 1 500-520 41.6-43.3
Alternator mounting nut. .............. 5/1 6-18 4 150-180 12.5-1 5.0
Alternator shaft nut. ................. 5/8-32 1 450-500 37. 5-41.7
T11 1 Spark plugs. ....................... 18 mm 12 300-360 25.0-30.0
T12 3 Starter shaft nut. ................... 3/4-16 1 - 180.0-220.0
T13 1 Rocker retaining screw ..... .......... 5/16-18 24 190-210 15.8-17.5

After specifited torque is reached, do not realign hex to suit tabs on washer. Exact alignment of tab to hex not required.

TABLE 3

GENERAL USE - TIGHTENING TORQUES

BOLTS, NUTS & SCREWS DRIVING STUDS

Size In. Lbs. Ft. L bs. In. Lbs. Ft. Lbs.

8-32 22.0 - 30.0 1.8 - 2.5

10-32 36.0 - 50.0 3.0 - 4.2
1/4-20 75.0 - 85.0 6.3 - 7.1 50.0 - 70.0 4.2 - 5.8
1/4-28 90.0 - 110.0 7.5 - 9.2
5/16-18 155.0 - 175.0 12.9 - 14.6 100 - 150 8.3 - 12.5
5/16-24 180.0 -220.0 15.0.- 18.3
3/8-16 220.0 - 260.0 18.3 -21.7 200 - 275 16.7 - 22.9
3/8-24 275.0 - 325.0 22.9 - 27.1
7/16-14 300 -425 25.0 -35.4
7/16-20 400.0 - 450.0 33.3 - 37.5
1/2-20 550.0 - 600.0 45.8 -50.0

B-9
 NOTE .. Torque loads are listed for use with oil on threads,
except for studs. Stud driving torques apply when
the threads are coated with Alcoa thread lube if
hole is blind, or with National Oil Seal compound
if hole is through to a cavity subject to oil.
If cotter pin holes must be aligned, set torque
wrench at low limit and tighten nut to first hole
beyond this torque. However, on connecting rod
nuts the torque limits must be maintained. Replace
nut and repeat as required. In no case shall con-
necting rod nuts be torqued below low limit or over
high limit.

TABLE 4

PIPE PLUGS

Size In. Lbs. Ft. Lbs.

1/8-27 60-80 5.0 - 6.7

1/4-18 130-150 10.8 -12.5

3/8-18 185-215 15.4 -18.0

1/2-14 255-285 21.3 - 23.8

3/4-14 310-350 25.8 -29.2

NOTE... .Torque values for pipe plugs are for use with
"Never Seeze" (Snap-On Tool Corp.) on threads.

B-10
 TABLE 5
MAGNETIC PARTICLE INSPECTION

FLUORESCENT METHOD PREFERRED,

WET CONTINUOUS PROCEDU RE REQUIRED

*Method of AC or DC Possible
Part Magnetization Ampres Critical Areas Defects

Crankshaft Circular or 2000 Journals, fillets, oil Fatigue cracks, heat

Longitudinal holes, thrust flanges, cracks. Flange cracks
prop flange, from prop strike

Connecting rod Circular or 1500 All areas. Fatigue cracks.

Longitudinal

Camshaft Circular or 1500 Lobes, Journals, Heat cracks,

Longitudinal drilled hole edges. Fatigue cracks

Piston pin Circular or 1000 Shear planes, ends, Fatigue cracks

Longitudinal center.

Rocker arms On Conductor Bar 1000 Pad, socket under Fatigue cracks.
and Single Between side arms and boss.
Heads 800

Gears to 6 inch Circular or 1000 to Teeth, Splines, Fatigue cracks.

diameter on Center 1500 Keyways.
Conductor

Gears over 6 Shaft Circular 1000 to Teet h, Spli nes. Fatigue cracks.
inch diameter Teeth Between 1500
Heads two times
90

Shafts Circular or 1000 to Splines, Keyways Fatigue cracks, heat

Longitudinal 1500 Change of Section. cracks.

Thru Bolts, Circular or 500 Threads Under Head. Fatigue cracks.

Rod Bolts Longitudinal

June1980 B-11
 TABLE 6
CRITICAL NEW PART DIMENSIONS

NEW DIMENSION
PART NAME FEATURE (INCHES)
Cylinder Head 642343 Intake Valve Guide Bore 0.43 50 - 0.4371
Standard Intake Valve Guide Bore 0.43 52 - 0.4362
642343 Exhaust Valve Guide Bore 0.437 5 - 0.4395
Standard Exhaust Valve Guide Bore 0.4370 - 0.4380
Valve Rocker Shaft Outside Diameter 0.7490 -0.7495
Valve Rocker Bushings Inside Diameter 0.7 505 -0.7 51 5
Intake Valve Stem Diameter 0.4 33 5 0.4340

Exhaust Valve Stem Diameter 0.4 3 35 -0.4340

Piston (Standard) *Diameter at Top 5.2020 5.2068

* Diameter Below 1st Groove 5.2140 -5.2160
*Diameter at Bottom 5.2394 -5.2404
Pin Bore Diameter 1.1246 - 1.1250

Piston Pin Assembly Length (Including Plugs) 5.2050 - 5.2200

Diameter 1.1243 -1.1245

Connecting Rod Bushing Bore Diameter 1.1267 - 1.1269

Bushing Center-to-Crankpin Center 6.6230 - 6.6270
Crankshaft Assembly Damper Pin Bushing I.D. 0.7540 - 0.7560
Crankshaft Main Journal Diameter 2.6240 - 2.6250
Crankpin Diameter 2.2490 - 2.2500

Reduction Gear Reduction Gear Bearing Diameter 2.6240 - 2.6250

Prop Shaft Gear Prop Shaft Gear Bearing Diameter 2.3 733 -2.3 743
Hole for Transfer Sleeve 0.468 - 0.469

Transfer Tube Sleeve Small Outside Diameter 0.4095 - 0.4705

Large Inside Diameter 0.4973 -0.4980

Camshaft Journal Diameter 1.2480 -1.2490

Crankcase Camshaft Bearing Diameter 1.2500 - 1.2510

Crankshaft Bearing Diameter 2.8160 - 2.8170
Reduction Gear Bearing Diameter 2.8160 - 2.8170
Prop Shaft Bearing Diameter 2.562 5 - 2.563 5
Prop Shaft Oil Transfer Sleeve O.D. 0.469 5 - 0.470 5
Prop Shaft Oil Transfer Sleeve I.D. 0.497 3 - 0.4980
Prop Shaft Oil Transfer Tube Dia. (Both Ends) 0.4965 -0.4960
Prop Shaft Oil Transfer Adapter I.D. 0.4973 -0.4980
Tappet Guides Diameter 1.0005 - 1.0015
Governor Driven Gear Bearing Diameter 0.8750 - 0.8760
B-12 June1980
 TABLE 6
CRITICAL NEW PART DIMENSIONS (Continued)

NEW DIMENSION
PART NAME FEATURE (INCHES)

Starter Worm Drive Shaft Small End Diameter 0.5615 - 0.5625

Starter Shaftgear Front Journal Diameter 0.7495 - 0.7500

Knurled Drum Diameter 1.9310 -1.9 320
Clutch Drum Support Diameter 1.3060 - 1.3070
Starter Clutch Spring Outside Diameter 2.3740 -2.3 760
Inside Diameter 1.9380 - 1.9400

Starter Drive Adapter Sleeve Front End I.D. 2.3 380 - 2.3430

Alternator Driven Gear Bushing Inside Diameter 0.9985 - 0.9995

Oil Pump Driver Gear Shaft Diameter 0.5600 -0.5605

Oil Pump Driven Gear Shaft Hole Diameter 0.5030 -0.5040

Oil Pump Housing and Driven Gearshaft Diameter 0.5015 -0.5025

Shaft Assembly Driver Gearshaft Hole Diameter 0.5620 - 0.5630
Gear Chamber Depth 2.623 5 - 2.6250

Magneto Drive Gears Shaft Diameter 0.8120 - 0.81 30

Magneto and Accessory Bushing Inside Diameter 0.8145 -0.815 5

Drive Adapter

Idler Gear Assembly Bushing Inside Diameter 0.8 120- 0.8130

Idler Gear Support Pin Gear Support Diameter 0.8095 - 0 .8 105

Hydraulic Valve Tappets Outside Diameter 0.9990 - 0.999 5

June 1980 B-13

 TABLE 7
INSPECTION CHART
SUBASSEMBLY SPECIAL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
CYLINDER Head/Barrel Discoloration, Seepage Sec Paragraph 6-6.
ASSEMBLY Junction
Head & Barrel
Interior Walls Corrosion, pitting, scoring Defects not permissible
after removal of glaze.

Bore Diameters Wear in ring traversed Refer to Table of Limits

area and step at top. Use for standard size bore or
dial-type gauge set to for oversize bore.
zero near open end of
bore.

After honing or rough- Dimensional honing

ening of glaze measure should remove ring step
diameters, out-of- of more than 0.002 inch
roundness and taper. diameter. Taper limit
(Table of Limits) must
not be exceeded by
honing.

Bore Walls After roughening or Refer to Table of Limits.

honing, inspect scratch
pattern and, if possible,
measure surface rough-
ness in micro inches RMS
as a quality check.

Stern Holes in Scoring, diameters, flare Diameters of stem holes

Valve Guides at ends. in new guides must be
within limits for new
parts and free of tool
marks.

Valve Seats Roughness caused by If seats cannot be made

burning. serviceable by grinding
within width limit, they
must be replaced.

Cooling Fins Cracks and broken areas. Cracked and/or broken

cylinder head fins may be
repaired, providing a
total of not more than
five square inches is, or
has been removed.

Base Flange If attaching nuts were Allow not over 0.001

found loose at dis- inch out-of-flat on
assembly, test for flatness machined surface.
of mounting face.

B-14
 SUBASSEMBLY SPECIAL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
Head and Barrel Pilot Out-of-roundness of pilot
(Continued) below face flange.

Spark Plug Distortion or improper

Thread Insert fit in cylinder head hole.

Pushrod Hous- Looseness, leakage.

ing Stems

Valve Stems Scori ng, nicks in grooves, Polishing must not

wear on tips. reduce diameter below
minimum for new parts.

Valve Heads Use dial indicator to

determine warp. Make
sure that grinding has not
cut through stellite face
of exhaust valve or
entered rounded edge on
intake valve hood.

Valve Length Use height gauge to Stretched valves may fail.

detect stretch and check Shortened valve may
for reduction due to tip exceed ability of hydra-
grinding. ulic lifters to take up
lash.

Valve Rockers Contact Foot Scoring.

Oil Passages Obstruction.

Hub Side clearance between Refer to Table of Limits.

cylinder head supports.

Rocker Shaft Outside Diameter, scoring.

Surface

CONNECTING
ROD
ASSEMBLY
Bushing Inside Measure with telescoping New bushings must be
Diameter gauge and micrometer reamed within diameter
caliper. limits for new parts.
Sharp edges must be
broken slightly. (Refer to
Table of Limits, for wear
limit, for new bushing
limits and new bushing
alignment limits.)

B-15
 SUBASSEMBLY SPECIAL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
CRANKSHAFT
ASSEMBLY
Crankshaft Main Journals Diameters, scoring, burn- Must be polished before
ing. magnetic inspection.

Crankpins Diameters, scoring, burn- Must be polished before

ing. magnetic inpsection.

Oil Seal Race Scoring. Must be polished.

Screw Holes Damaged or dirty

threads.

Oil Holes Obstructions.

Bending Measure run-out at center Required only if shaft

journal, end wobble on has been subject to
face of flange. shock.

Crankshaft Teeth. Scoring, burning, pitting,

Gear wear enough to alter
profile.

Gear Dowel Tight Fit Attempt to pull out by

hand only.

Accessory Teeth, Screw Burning, scoring, wear

Drive Gear enough to alter profile.
Damaged or dirty
threads.
PROPELLER
DRIVE SHAFT
Driveshaft Main Diameters, scoring, burn- Must be polished before
Journals ing. magnetic inspection.

Thrust Washer Thickness, excessive wear.

Oil Transfer Fit in driveshaft. Check If worn, replace.

Sleeve, Tube for wear.
and Elbow

Oil Seal Race Scoring. Must be polished.

Gear Teeth Scoring, burning, wear

enough to alter tooth
profile. Also, check for
edge loading.

Propeller Face Check for out-of-square

Mount Flange with shaft.

B- 16
 SUBASSEMBLY SPECIAL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
CAMSHAFT
ASSEMB LY
Camshaft Journals Diameter and fit in Excessive bearing wear
crankcase bearings. Scor- may be compensated by
ing, pitting and corro- enlarging bearing and
sion. installing oversize shaft.
Refer to "Crankcase".

Lobes Pitting along toe line, loss Serious pitting not

of slope along toe line, permissibe Toe line
width across heel and toe must taper in relation of
at center of length. axis to rotate valve
lifters.

Flange Distortion of threads.

Screw Holes

Edge & Rear Nicks, peening, other Must be smooth to align

irregularities. gear.

Gear Teeth Scoring, burning, pitting,

wear enough to alter
profile.
CRANKCASE
ASSEMBLY
Crankcase Castings Valve Lifter Diameter, scoring.
Guides

Bearing Seats Roughness, wear in tang Refer to Table of Limits.

notches.

Camshaft Diameter, scoring, fit of Excessively worn bear-

Bearings rear bearing between ings may be line bored
camshaft flanges. for 0.020 oversize cam-
shaft.
Oil Passages Inspect visually, galleries,
main and camshaft
bearing supply holes,
using inspector's flash-
light to illuminate. Probe
other oil holes with brass
rod.

Tapped Holes Deformed or dirty

threads.

Studs Threads Distortion.

Height Check for backing out. Refer to Stud Height

Table.

B-1 7
 SUBASSEMBLY SPECIAL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
Studs (Continued) Squareness Use toolmaker's square Refer to Stud Height
to check studs suspected Table.
of being bent.
Idler Gear
Support and Bore Inside diameter, scoring. Refer to Table of Limits.
Bushings

Needle Bearing Rollers Roughness or excessive

play.

Oil Filler Neck Tightness Attempt to rock and pull Must be tight in casting.
out by hand only.

Oil Gauge Rod Distortion Look for bent blade,

obliterated "FULL" and
"LOW" marks, loose
collar, deformed cap.

Oil Gauge Tightness Attempt to move tube by

Support hand only.

Engine Machined Warpage and scratches.

Mounting Brackets Surfaces

All areas Cracks.

Plugs Threads Look for distortion.

Wrench Flats Look for damaged

corners.

Squirt Nozzles Openings Plugged openings and

foreign particles.

OIL COOLER
ASSEMBLY
Oil Cooler Headers, Fins Inspect visually for dents,
and Core deformed fins, punctures,
stripped plug hole
threads, cracks and
scratches.

Machined Warpage and scratches.

Surfaces

All areas Cracks.

Oil Temperature Seat Roughness.

Control Valve
Bore Inside diameter, scoring.

B- 18
 SUBASSEMBLY SPECIAL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
OIL SUMP
ASSEMBLY
Casting Tapped Holes Damaged threads, cracks
around holes.

Mounting Scratches, warpage, cracks.

Surfaces

All areas Cracks.

Plugs Threads Look for distortion.

Wrench Flats Look for damaged

corners.

Oil Suction Thread, Damaged threads, dented

Tube Tube Filter tube, cracks in tube,
distorted or plugged
filter.
OIL PUMP
ASSEMBLY
Housing All areas Cracks, scratches on
machined surfaces,
restrictions in oil holes.

Gearshaft Look for scoring, meas- Gears must turn freely.

ure diameter. (Refer to Table of
Limits.)
Plugs Distorted threads, damag-
ed wrenching surfaces.

Gears Shafts Measure diameters and

compare with bushing
diameters.

Gear Tecth Scoring, burning or wear

enough to alter tooth
profile.

Splines Look for wear on side of

splines and residual
sludge.

Gear Bushings Bore Diameters Use telescoping gauge Refer to Table of Limits.
and micrometer caliper.

Oil Pressure Relief Outside Measure diameter. Look

Valve Plunger Surface for scoring, nicks, etc.

Conical Face Roughness. Must seat perfectly in

housing.

B-19
 SUBASSEMBLY SPECIAL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
Oil Pressure Relief Plunger Seat Spread Prussian blue oil
base pigment on face of
plunger and turn on seat,
all around. Plunger face
must be lapped to seat.
(Plunger held centered
and aligned.)

Oil Filter Threads, Screen Damaged threads, punc-

Filter Cup tured screen, out-of-round
pilot cup.
SCAVENGE PUMP
ASSEMBLY
Housing All areas Cracks, scratches on
machined surfaces.

Gears Shafts Measure diameters and Refer to Table of Limits.

compare with bushing
diameters.

Gear Teeth Scoring, burning or wear

enough to alter tooth
profile.

Gear Bushing Bore Diameter Use telescoping gauge Refer to Table of Limits.
and micrometer caliper.

Scavenge Pump All areas Cracks, scratches on

machined surfaces.
STARTER ADAPTER
ASSEMBLY
Adapter All areas Cracks, scratches on
machined surfaces,
damaged tapped holes.

Needle Bearing Rollers Roughness or excessive

play.

Studs Threads Distortion or stripping.

Height Check for backing, out. Refer to Stud Height Table

Alignment Check studs suspected of

bending with toolmaker's
square.

Gears Shafts Measure diameters and Refer to Table of Limits.

comp are with bushing
diameters.

B-20
 SUBASSEMBLY SPECI AL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
Adapter (Continued)
Gears Gear Teeth Scoring, burning or wear
enough to alter tooth
profile.

Ball Bearing Balls, Cage Surface roughness out-

of-round, excessive depth
and looseness.

Adapter Cover All areas Cracks, scratches on

machined surfaces, da-
maged mounting holes.

Shaft Bearing Look for scoring.

Bore Measure diameter.

Oil Seal See that oil seal was

removed without damage
to casting.

Torsional Unit Visual for damage and

Damper obvious leakage.
ALTERNATOR
Hub Assembly All areas Scored or undersize Refer to Table of Limits.
bearing surfaces.

Spring Damaged or broken.

Gear Look for chipped,

cracked or broken tee th,
scoring, burning and wear
enough to alter tooth
profile.

Gear Bushing Measure bore diameter. Refer to Table of Limits.

Thrust Washer Thickness, excessive wear.

INDUCTION
SYSTEM
Intake Manifold Flanges Check for warpage by
placing flanges on surface
plate. Look for cracks.

Tubes Look for dents, out-of-

round ends, cracks.

Plug Bosses Damaged threads, cracks

around bosses.

B-2 1
 SUBASSEMBLY SPECIAL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
Clamps Shape Look for distortion, such
as out-of-roundness and
lugs converging.
FUEL INJECTION
SYSTEM
Fuel Pump All areas Cracks, damaged mount-
Adapter ing holes, inspect tapped
holes. Measure bore
diameter.

Fuel Pump Teeth Look for chipped, crack-

Drive Gear ed or broken teeth,
scoring, burning and wear
enough to alter profile.

Shaft Measure outside diameter Refer to Table of Limits.

and compare with bore
diameter.
Gear Plug Make sure that new plug
was installed after mag-
netic particle inspection
of gear and visual
inspection for cleanliness
of center bore.

Drive Coupling Fit Check for looseness.

Fuel Pump and Outside area Inspection is limited Teledyne Continental

Vapor Separator strictly to visual for
evidence of damage or
deterioration.
Shroud Assembly All areas Inspect visually for dents,
cracks and broken joints.
Motors does not auth-
orize any diassembly and
repair of these units
unless proper equipment
is available. Refer to
Form X-30091 for
overhaul instructions.

Air Throttle Tapped Holes Damaged threads, cracks

Assembly around holes.

Studs Bent or stripped stud

threads.

AU areas Cracks.

Shaft Check alignment. Meas- No wear limits establish-

ure diameter. ed.

Plate Check for warpage.

B-22 MARCH 1981

 SUBASSEMBLY SPECIAL
AND PART INSPECT NATURE OF INSPECTION CONSIDERATIONS
Fuel Discharge All areas Look for cracks, flat
Tubes spots, out-of-round ends.
Pipe Fittings Threads Distortion or stripping.

Wrench Flats Look for damaged corn-

ers.

TURBOCHARGERS
Rotor Bearings Check for freedom of Do not disassemble,
rotation. replace unit if damaged.

All areas Visually inspect for any Replace unit if

signs of damage. serviceability is question-
able.

MAGNETO AND
ACCESSORY DRIVE
ASSEMBLY
Adapter Gear bushing Measure bore diameters. Refer to Table of Limits.

Oil Seal Observe that old oil seal

has been removed
without damage to
casting bore.

Studs Look for stripped and

deformed threads.

Gear Teeth Scoring, burning or wear

enough to alter tooth
profile.

Shaft Measure diameters and Refer to Table of Limits.

compare with bushing
diameter.

B-2 3
 TABLE 8

STANDARD AND OVERSIZE STUD IDENTIFICATION

OVERSIZE ON OPTIONAL IDENTIFICATION IDENTIFICATION

TYPICAL PITCH DIA OF MARKS ON COARSE THREAD END COLOR
TYPICALCOARSE THREAD
PART NO. (inches) STAMPED MACHINED CODE

XXXXXX STANDARD NONE NCNE

XXXXXXP003 .003 RED

XXXXXXPOO6 .006 BLUE

XXXXXXP009 .009 GREEN

XXXXXX007 .007 BLUE

XXXXXXPO12 .012 GREEN

13

FIGURE B-5. CRANKCASE STUD HEIGHTS

B-24
 TABLE 9
STUD SETTING HEIGHTS
(See Figure B-5)

SETTING
LOCATION THREAD SIZES HEIGHT QUANTITY
1. Cylinder Mount Pads 7/16-14 x 7/16-20 13/16 24
2. 7/16-14 x 7/16-20 13/16 12
3. Engine Mount Pads 3/8-16 x 3/8-24 3-1/16 1
4. 3/8-16 x 3/8-24 1-3/8 1
5. 3/8-16 x 3/8-24 1-9/32 3
6. 3/8-16 x 3/8-24 2-11/16 4
7. 3/8-16 x 3/8-24 3-11/16 1
8. 3/8-16 x 3/8-24 2-1/4 1
9. 3/8-16 x 3/8-24 4-1/2 1
10. 3/8-16 x 3/8-24 4-5/16 1
11. 3/8-16 x 3/8-24 1-3/4 1
12. Oil Cooler Mount Pad 5/16-18 x 5/16-24 4-1/4 2
13. 5/16-18 x5/16-24 53/64 1
1 4. 5/16-18 x 5/16-24 1-7/16 1
15. Governor Mount Pad 5/16-18 x 5/16-24 1-3/8 4
16. Magneto Mount Pads 5/16-18 x 5/16-24 11/16 4
17. 5/16-18 x 5/16-24 3/4 2
18. 5/16-18 x5/16-24 7/8 4
19. 3/8-16 x 3/8-24 1-3/16 2
20. Idler Pin Pad 1/4-20 x 1/4-28 5/8 2
21. Starter Drive Pad 5/16-18 x 5/16-24 13/16 2
22. Fuel Pump Pad 5/16-18 x 5/16-24 3/4 4
23. Oil Pump Pad 1/4-20 x 1/4-28 6-3/8 5
24. 1/4-20 x 1/4-28 7/8 1
25. 1/4-20 x 1/4-28 2-5/16 2
26. 1/4-20 x 1/4-28 6-1 5/3 2 1
27. Alternator Mount Pad 5/16-18 x 5/16-24 13/16 4
28. Crankshaft Cover 1/4-20 x 1/4-28 11/16 4
29. Camshaft Cover 1/4-20 x1/4-28 11/16 2
Magneto Adapter Assembly 1/4-20 x 1/4-28 7/8 2
Cylinder Studs -
Intake Manifold Flange 1/4-20 x 1/4-28 25/32 3
Exhaust Manifold Flange 1/4-28 x 5/16-18 7/8 4
Oil Pump Housing and
Shaft Assembly 1/4-20 x 1/4-28 3-1/8 2
Cover, Scavenge Pump and
Tachometer Drive 1/4-20 x 1/4-28 3/4 4
Starter Adapter Assembly 3/8-16 x 3/8-24 1 2

B-2 5
 TABLE 10
HELICAL COIL AND SPECIAL TOOL DATA

HELI-COIL
Heli-Coil Drilled Special Thread Tang
Thread Part Corp. Hole Tap No. * Plug Installing Tools Break- Heli-Coil
Size t No. Part No. Diameter Rough Fin. Gag Std. Prewind off Tool Extractor
1/4-20 243234 11854 .261-.266 186-4 1874 188-4 7244N 5284N 1195-4 1227-6
5/16-18 24323-5 1185-5 .328-.3 33 186-5 187-5 188-5 724-5N 528-5N 1195-5 1227-6
3/8-16 24323-6 1185-6 .390-.395 186-6 187-6 188-6 724-6N 528-6N 1195-6 1227-6
7/16-14 24323-7 1185-7 .453-.458 186-7 187-7 188-7 724-7N 528-7N 1195-7 1227-16
18 mm 520112 C2-52 .718-.723 2-22 2-21 2-1 - 543 - 1227-16
-For aluminum alloy castings. For number of taps designed for steel refer to the manufacturer's Bulletin No. 650-R.
Teledyne Continental Part Numbers: To basic part number add "B" for phosphor bronze, or "C" for stainless steel. Add -1, -1.5
or -2 for length equal to nominal diameter times 1, 1-1/2 or 2, respectively. (All Teledyne Continental furnished inserts
are
notched.)
Heli-Coil Corporation Part Numbers: To basic part number, as listed, add "B" for phospher bronze, or "C" for stainless steel and
"N" fur a notched insert, if desired. Add "X" and length desired, expressed as a fraction of an inch.
Example: 1185-5CN x 15/32 represents 5/16 - 18 N.C. insert of stainless steel whose length is 15/32 inch. or 1-1/2 times it
nominal diameter.

TABLE 11
CRANKSHAFT AND CRANKCASES

Connterihght
Crankcase Crankshaft Cheek Cheek Pin COUNTERWEIGHT
ENGINE Studding & Damper Loca- Bushing Conn. Conn.
MODEL Assembly Assml tion Bushing Rod Rod
I.D. 630261- Dia. Assy.A t re ID. Assy. Bearing
GTSIO- 520-C 642132

GTSIO-520-D
.756 .4906 .756
642133 635104 2.5.8 34
.4902 631810 6 3 .754 632043 630826
GTS IO-520-H

GTSIO 520 L
642135
GTSIO-520-M

GTSIO-520-N 643724

B-26 OCTOBER 1980

 TABLE 12
TABLE OF LUBRICANTS

MATERIAL OR
ITEM APPLICATION TRADE NAME COMPANY
1 All moving parts and bearings Corrosion-preventive Various
except following: compound

2 Crankshaft oil seal lip, all Molyshield grease American Lubricants Company
synthetic rubber oil seals, Dayton, Ohio 45400
valve stem in guides and
crankshaft thrust bearings.

3. All tapered pipe threads, all Thread lubricant and Snap-On Tools Corporation
fuel injector nozzles, sealing compound 8049 - 28th Avenue
connecting rods and nuts. Kenosha, Wisconsin 53140

4. Valve stem ends, valve rocker Grade 30 Aviation Various

arm feet, connecting rods lubricating oil
and crankshaft bearings, all
gears, valve rocker shafts,
piston pin in piston, piston
rings and piston.

5. Fuel injection linkage. Dry lubricant Dri-Slide Sales

1 Industrial Park
Fremont, Michigan 49412

6. All studs, all press-type plugs. National Oil Sealer Standard Pressed Steel Co.
Highland Avenue
Jenkinstown, Pennsylvania

7. Magneto Adapter Assembly Loctite retaining Loctite Corporation

compound 1 15 North Mountain Road
All pipe thread fittings Loctite Hydraulic Newington, Connecticut 06111
on fuel pump, manifold Sealant
valve, metering unit and
pressure regulator.

8. Idler pin gaskets, oil drain Tightseal Radiator Specialty Company

back tubes, oil filler neck. Charlotte, N. Carolina 28200

9. All contacting surfaces No. 50 Silk Thread, Various

between bodies and covers Grade "A"
where gaskets are not
specified. No. 3 Aviation Permatex Company, Inc.
Permatex 1720 Avenue Y
Brooklyn, New York 11200
Low viscosity
10. Flushing of oil cooler. Various
lubricating oil

11. Engine storage. Preservative oil Viscosity Oil Company

Chicago, Illinois 60600

B-27/B-28
 CHAPTER C
SECTION I
DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520-C
Overhaul and test procedures for the model
covered in this section are the same as those for the
basic engine except for the specific differences
noted in this section. The essential differences are a
lower horsepower rating and a different redirection
ratio. Specific differences are the induction system
and fuel injection system.
See Service Bulletin M77-20 Rev 1 Prestolite 24 Volt
While certain parts may have a different part
number and different physical characteristics (for
example, the reduction gears) their function is the
same as those in the basic engine, and all
inspection, repair or replacement procedures will
be the identical to those in the basic engine
section. For this reason those parts will not be
covered separately herein.
Delco 24 Volt - 50 Amp Bendix
C-1-1
 GENERAL INFORMATION -GTSIO-520-C.

The engine is geared, turbocharged, six-cylinder,
fuel injected, horizontally opposed and developes
340 horsepower at 2400 propeller RPM. Installed
on each engine are two magnetos, twelve spark
pl ugs, ignition harness and wiring, primer
distribution lines and fittings, engine-driven fuel
pump, low pressure, multi-nozzle, continuous flow
fuel injection system, pressure type intake
manifold piping, integral oil pump and externally
mounted oil cooler, starter, and various adapters,
clamps and brackets for mounting these items on
the engine.

DETAIL ENGINE SPECIFICATIONS.

Model................................. GTSIO-5 20-C

Rated Horsepower at 3200 RPM (2400 Prop RPM) ............... .... ... 340

Limiting Manifold Pressure. ... (Sea Level,Inches Hg. at 3200 RPM)......... ....... 34.5
(Critical Altitude, Inches Hg.) ........... ....... 34.5

Maximum Recommended Cruise Horsepower at 2800 RPM (2100 Prop RPM)..... .... ... 255

Limiting Manifold Pressure. ... (Sea Level, Inches Hg. at 2800 RPM)......... ....... 29.0
(Critical Altitude, Inches Hg.) ........... ....... 29.0

Propeller Drive Ratio........................... ... 0.750:1

Propeller Shaft Rotation (Looking forward) Clockwise'

Propeller Attachment (Flange) ......... ..... ...... ... .. ... .. APR 502Type I

Bore, Inches ................ . . . . .. .. .. . .. .. . . . . . . . . . . . . . . . 5 .2 50

Stroke, Inches ............... 4.000

Displacement, Cubic Inches .......... 520

Compression Ratio.............. . . .. . . .. .. .. . .. . . . . . . . . . . . . . . . 7 .5 :1

Oil SAE Number Above 40 F. ........ ... .. .. ...

... ... .. ... .. SA E N o. 50
Below 40 F.......... ......... 10W3 0 Multi-Viscosity or SAE No. 30

Oil Sump Capacity . . . . . . . . . . . . . . .. . . .. . .. .. . . . . . . . . . . . . . . . . 13 Qts.

Fuel, Aviation Grade, Octane (Minimum). 100/130

Fuel System ................ .......... Continental Fuel Injection

Fuel Injector................ .....

.... .... .... Continental Fuel Injection

Magneto Drive, Ratio to Crankshaft ......... 1.5:1

C- 1-2
 Magnetos (1) Bendix S61-N-201 ......................... Clockwise*
(1) Bendix S6LN-205 ......................... Clockwise*

Tachometer Drive, Ratio to Crankshaft..........................5:1

Rotation...........................Clockwise*

Starter Drive, Ratio to Crankshaft...........................3 2:1

Rotation..........................Counterclockwise*

Generator Drive, Ratio to Crankshaft .......................... 3:1

Rotation ........................... Clockwise*

Vacuum Pump Drive, Ratio to Crankshaft........................1.5:1

Rotation ...................... Counterclockwise*

Vacuum Pump Drive, (Deice)............................ 1.5:1

Rotation ....................... Counterclockwise*

Vacuum Pump Drive, (Autopilot) .......................... 1.5:1

Rotation ...................... Counterclockwise*

Propeller Governor Drive, Ratio to Crankshaft ..................... 0.809:1

Rotation........................Clockwise*

Spark Plug - See Service Bulletin M77-1 0...........................

Spark Occurs (Degrees BTC) Both Magnetos ....................... 220

Spark Plug Gap...............................0.016 -0.018

Firing Order.................................1-4-5-2-3 -6

Fuel Pressure (Lbs. Per Sq. Inch)

Maximum...................................18.0
minimum....................................2.5

Oil Pressure (Lbs. Per Sq. Inch)

Normal ............................. (See Operating Limits)
Maximum....................................100
Idling (Minimum) ................................ 10

Oil Temperature (F)

Normal....................................1700
Maximum...................................240'

Cylinder Head Temperature (0 F)

Maximum...................................4600
Minimum (Takeoff)...............................200-

Standard Engrine Dry Weight (Lbs.) .......................... 509

0Direction of rotation facing engine drive pad.

C-1 -3
 OPERATING TEST LIMITS

(a) Run-In Schedule .................... 2 Hrs. 15Min.

(b) Maximum Rated RPM and Tolerance ............ 3 175-3225 RPM

(c) Fuel Flow Limits.................... 215-225 Lbs./Hr.

(d) Fuel Pump Pressure Limits ................ 3 0.0-3 3.0 PSI

(e) Metered Fuel Pressure Liniits ............... 16.5-17.5 PSI

(f) Oil Consumption at Maximum Rated Power ......... 3.00 Lbs./Hrs. Maximum

(a) Oil Grade to be used................... SAE No. 50

(h) Propeller Transfer Leakage with 225-240' F- Oil

at 200-220 PSI (Move crankshaft slowly during reading). 0.05-0.50 Lbs./Min.

(j) Fuel Grade to be used.................. 100LL(Blue) or 100(Green)

(k Idling RPM and Tolerance ................ 600 ± 24 RPM

(I) Manifold Pressure at Maximum Rated Power ......... 34.3" to 34.7" Hg.
Manifold Pressure at Idle................. 15.9" to 18.0" Hg.

(in) Magneto Spread at 2400 RPM............... 50 RPM Maximum

(n) Crankcase Pressure*................... 4.0" H 2 0 Maximum

(p) Oil Temperature .................... 240 F. Maximum

Oil Temperature - Desired Range.............. 150-200 F.

7 0 to 100 F.
(r) Engine Intake Air Temperature (S/C Inlet)..........
(s) Oil Pressure at Maximumi Rated Power
(Engine Oil Temperature 1750 - 185 F.)........... 5 0-60 PSI (On 24-6 Side)
Oil Pressure at Idle
(Engine Oil Temperature 140 - 150 F.)........... 30 PSI Minimum

(t Timing of Engine and Tolerance .............. Left: 22 BTC ± 1

Right: 220 BTC ± 10

(u) T/C Air Inlet Air Pressure................. 1.0" H2 0 Maximum

(v) T/C Air Outlet Pressure ................. 36.0" Hg. Maximum

(w) T/C Exhaust Outlet Pressure ............... 3.0" Hg. Maximum Ref.

(x) Cylinder Headed Temperature............... 460 F. Maximum

(At Bayonet Thermocouple)

C-1-4
(y) Normal Rated Power....................340 BHP at 3200 RPM

. A sudden increase in crankcase pressure, during which the liquid in the manometer fluctuates rapidly, is usually an indication of
rings beginning to stick. However, before removing cylinders, investigate the breather and manometer.

NOTE. ... Turbocharger inlet air may be regulated to provide engine operation within Test Limits.

MAJOR OVERHAUL TEST RUN

TIC Outlet PR. "Hg

Time - Minutes RPM (Reference)

5 1200
10 1500
10 2100
10 2600
10 2800
10 3000
5 3200±25 100 %Power 35.0 -36.0
5 * 3000 82.3 % Power - (280 BHP) 34.7 - 3 5.7
5 * 2600 5 3.5 % Power -(1 82 BHP) 34.4 - 3 5.4
10 600 ± 25 Idle Cooling Period

NOTE . .. Engine oil pressure must be supplied to NOTE . .. Stop engine, drain oil, weigh in oil for
propeller transfer tube during all testing. oil consumption determination and replace in
engine.

START OIL CONSUMPTION DETERMINATION

T/C Outlet PR. "Hg.

Time - Minutes RPM (Referen ce)

10
30 **3200 ± 25 100 % Power
5 t 2400 Check magnetos
10 600 ± 25 Idle Cooling Period

NOTE .. . Stop engine, drain oil, weigh and record value in excess of 3.00 lbs-/hr. is determined, rerun
engine oil consumption. Oil consumption at the one hour. If oil consumption is still excessive,
rate of 3.00 lbs./hr. maximum is acceptable. If return engine to overhaul.

Magneto spread to be taken after completion of oil consumption run. Engine must be throttled to specified RPM and temperature
allowed to settle out before taking magneto spread.
* See fuel charts for actual RPM.
**Readings must be recorded after completion of each 15 minutes interval during oil consumption run.

C-1-5
FUEL INJECTION SYSTEM (See Figure C-1-1)
a. Disconnect six fuel discharge tubes (1)
from manifold valve (5) and nozzles (3). Compress
spring legs of each clamp (2) and remove clamp.
Disconnect hose assembly (6) from manifold valve
and junction box. Remove nozzles (3) and washers
(4). Store in a clean container.
NOTE...- Further disassembly of the nozzles or
any applicable fuel injection system component
should not be further disassembled unless flow test
equipment is available.
b. Remove cotter pin (7) washer (8) and wave
washer (9). Remove nut (10), rod end (1 1) and
spring (1 2). Remove cotter pin (13), washer (14),
wave washer (1 5) and link rod (14).
c. Remove four screws (1 7) and me tering unit
shroud (18). Use a screwdriver and pry down the
locking ears of tab washers (20) and remove along
with screws (19). Control unit (21) and shroud
(23) are now free to be removed.
d. The throttle and lever assembly (26) will be
removed with the induction system.
e. Remove six screws (29), nut (30) and fuel
pump shroud (3 1). Remove four sets of attaching
parts (33, 34, 35) and pull off fuel pump (36).
Remove coupling (45), gasket (42) and gear
assembly (43, 44). Parts indexed (37 thru 41) are
no longer used with the current production pump.
If they are to be re-used, the oil seal (40) must be
replac ed.
CLEANING, INSPECTION AND REPAIR
a. Parts may be cleaned in Stoddard solvent
or equivalent and rinsed in mineral spirits. Dry
with filtered air.
b. Inspection and Repair is limited to visual
unless proper flow equipment is available. If
equipment is avalabe use procedures outlined in
Fuel Injection Overhaul Manual Form X-30091.
REASSEMBLY
CA UTION ... The fuel injection equipment is
calibrated with plugs and fittings intact. Removal
C-1-6
and replacement of any of these parts could allow
small metal shavings to become lodged in the
equipment causing a malfunction.
If it should be necessary to replace any connection
or fitting, use only a fuel soluble thread lubricant.
a. Place shroud (23) and control assembly
(21) under throttle (26) and attach with three
screws (19) and tab washers (20). Tighten screws
and bend ear of tab washers to flat side of hex
head on screw. Attach shroud (18) to shroud (23)
with screws (17).
b. Place wave washer (15) on rod end (16)
and insert into throttle lever. Install washer (14)
and co tter pin ( 13).
c. Slide spring (12) onto link rod (16). Install
rod end (11) and secure with elastic stop nut (10)
slide wave washer (9) over rod end (11) and insert
rod end into control lever. Install washer (8) and
cotter pin (7). Adjustment of linkage will be
established at final assembly.
d. The nozzles, clamps, brackets and discharge
tubes will be installed in accordance with in-
structions in the basic engine section.
e. The fuel pump will be installed in accord-
ance wtih instructions in the basic engine section
unless the pump to be installed is of the old style.
In that instance proceed in the following manner.
Lubricate fuel pump drive gear assembly (43, 44)
and install in crankcase. Coat both sides of gaskets
(42) with tite-seal compound and install on mount-
ing studs. Coat both sides of gaskets (39, 37) with
tite-seal compound and install adapter (41) gasket
(39) insulator (38) and gasket (37). Install pump
(36) and secure with four sets of attaching parts
(3 5, 34, 33).
NOTE. . Mounting studs for the old style pump
must be P/N 401814 installed to 1.31 inch
extension. The new pump studs are to be P/N
402151 installed to .75 inch extension.
INDUCTION SYSTEM (See Figure C-1-2)
a. Loosen two hose clamps (1) sleeves (2) and
remove air throttle assembly (3). Remove flexible
hose (4) from riser tube (5).
b. Remove crankcase breather hose and
eighteen sets of attaching parts (6, 7, 8). Induction
system can now be lifted off and disassembled on
the bench. Remove and discard six gaskets (9).
c. Loosen hose clamps (10, 14 and 18) and
separate induction tubes, balance tube and riser.
Remove hoses from components.
d. Disconnect tube (23) from air junction
fitting(24). Disconnect the 1-3-5 side air manifold
tube (25) and the 2-4-6 side air manifold tube (26)
from the junction fitting (24) and sleeves (27).
e. Remove sleeves (27) and washers (28, 29).
Seal (30) may be removed if necessary.
CLEANING, INSPECTION AND REPAIR
Cleaning, Inspection and Repair will be in accord-
ance with the basic engine manual.
REASSEMBLY
a. Turn engine stand so engine is in upright
position.
b. Slide sleeve assembly over nozzle and
install rubber washer (28) and plain washer (29).
Connect fuel discharge tubes.
c. Place a new gasket (9) on the intake flange
of each cylinder. Loosely assemble intake tubes
(16, 17, 21) with hose (1 1) and clamps (14). Slide
the assembled tubes over the intake port studs and
secure with three sets of attaching parts (6, 7, 8).
d. Repeat procedure for intake tubes on 1-3-5
side.
e. Slide hoses (19) and clamps (18) onto ends
of balance tube (22) far enough to permit
connecting balance tube to intake tubes (20, 21).
Equally space hoses and tighten clamps.
f. Loosely assemble riser tube (5) and tubes
(12, 13) with hoses (1 1) and clamps (10). Slide the
remaining two hoses (1 1) and clamps (1 0) over the
ends of tubes (15, 16). Slide tube assemblies (5,
12, 13) in place, space hoses and tighten clamps.
g. Slide hose clamp sleeve (2) over each end
of flexible hose (4). Install clamps (1) over sleeves
and slide onto end of riser (5). Secure flexible hose
onto riser. Slide air throttle assembly (3) into
flexible hose (4) and tighten clamp assembly (1, 2).
h. Install seal (30) on sleeve (27). Connect air
manifl tubes (25, 26) to sleeves. Connect
junction box (24) to air manifold tubes (25, 26).
Install junction box to fuel pump tube (2 3).
CRANKCASE See Figure C-1-3.
Except for the crankcase breather hoses and lifting
eyes and the location of the fuel manifold valve,
the instructions for the crankcase as described in
the basic engine section will apply.
a. Remove clamp (1), hoses (2, 3) and tee (4).
Remove two screws (5), nuts (6), washers (7),
spacers (8) and lifting eye(9). Remove two screws
(10), nuts (11), washers (12) and remove lifting
eye (13).
b. Installation is in reverse order of dis-
assembly.
MAGNETO AND ACCESSORY DRIVES.
a. On the 1-3-5 side, remove four sets of
attaching parts,(1, 2, 3) cover (4) and gasket (5).
b. Remove three sets of attaching parts (6, 7,
8) one set of attaching parts (9, 10, 11) adapter
(12) and gasket (13). Using arbor press remove
bushing (14) and seal (1 5) from adapter.
c. Remove magneto and accessory drive gear
and sleeve assembly (16, 19) coupling bushings
(17) and retainer (18).
d. The 24-6 side will be removed using the
same procedure.
CLEANING, INSPECTION AND REPAIR.
Cleaning, Inspection and Repair will be the same as
the basic engine section.
REASSEMBLY.
Assemble in the reverse order of disassembly.
C- 1-7
TURBOCHARGER OIL INLET ADAPTER. Intake and exhaust lifters can be readily identified
by the width of the groove around their outside
It has been demonstrated that it is possible to diameter. See diagram below.
crack the turbocharger oil inlet adapter (Teledyne
Continental Motors' P/N 628675) and cause an oil
leak by improperly torqueing the retaining bolts or
.281
by overtorqueing the steel inlet oil line fitting. To
preclude the possibility of this occurring, the
adapter material has been changed from aluminum
to steel and the new part is P/N 640793.
628488
This product improvement was incorporated on all Intermittent Feed Lifters, (Intake)
new production and remanufactured engines
assembled on and after August 10, 1973. Engines
having the following serial numbers and all
subsequent have the steel adapter incorporated:

New Engine Remanufactured

Engine Model Serial Number Engine Serial Number 641709
GTSIO-5 20-C 602002 155 371 Continuous Feed Lifters (Exhaust)

Engines having serial numbers prior to those listed

above must have the turbocharger oil inlet adapter
P/N 628675 replaced by steel adapter P/N 640793.
IMPROVED VALVE STEM AND GUIDE LUBRI-
CATION.
The change in the exhaust rocker arm is in the
angle of the squirt hole which results in pstv
lubrication of the valve stem. See below.

To provide better lubrication to exhaust valve

stems and exhaust valve guides, improved exhaust
rocker arms and exhaust lifters are now in
production on all GTSIO-5 20 engines. The purpose
of this change is to increase valve guide service life
and it is recommended that these new parts be Old Style P/N 639576
installed at the next top or major overhaul.

Old P/N New P/N

639576 Rocker Arm Assembly 640941
See Bulletin M72-14

628488 Lifter Assembly 641709

(Intermittent Feed) (Continuous Feed) New Style P/N 640941

Care must be taken to make certain these new These new parts went into production on the
parts are installed in the exhaust location. The following engine serial numbers and all subsequent.
intake lifter assemblies and rocker arms have not Remanufactured
been changed and, therefore, remain in their same Engines Engines

location. GTSIO-520-C 602004 155 376

C-1-8 June 1980

 45

FIGURE C-1-1. FUEL INJECTION SYSTEM

1. Tube, Fuel Discharge 16. Rod, Link 32. Grommet
2. Clamp, Fuel Discharge Tube 17. Screw 33. Nut, Hex
3. Nozzle Assembly 18. Shroud, Top 34. Washer, Lock
4. Washer, Copper 19. Screw 35. Washer, Plain
5. Valve, Fuel Manifold 20. Washer, Tab 36. Pump, Fuel and Vapor
6. Tube 21. Control Separator
7. Pin, Cotter 22. Bumper, Shroud * 37. Gasket
8. Washer, Plain 23. Shroud, Bottom * 38. Insulator, Fuel Pump
9. Washer, Wave 24. Nut, Tinnerman * 39. Gasket
10. Nut, Elastic Stop 25. Grommet * 40. Seal, Oil
11. Rod End, Special 26. Throttle Body * 41. Adapter, Fuel Pump
12. Spring 27. Nut, Castle 42. Gasket
13. Pin, Cotter 28. Pin, Cotter 43. Gear, Fuel Pump
14. Washer, Plain 29. Screw 44. Plug
15. Washer, Wave 30. Nut, Tinnerman 45. Coupling
31. Shroud, Fuel Pump 46. Brackets

C-1-9
 FIGURE C-1-2. INDUCTION SYSTEM

1. Clamp, Hose 17. Tube Assembly, Intake Manifold,

2. Sleeve, Hose Clamp No. 3 and 4 Cylinders
3. Throttle Assembly, Air 18. Clamp, Hose
4. Hose, Flexible 19. Hose, Balance Tube
5. Tube Assembly, Riser 20. Tube Assembly, Intake Manifold
6. Nut, Hex No. 5 Cylinder
7. Washer, Lock 21. Tube Assembly, Intake Manifold,
8. Washer, Plain No. 6 Cylinder
9. Gasket, Intake Manifold Flange 22. Tube, Balance
10. Clamp Assembly, Hose 23. Tube Air, Junction-Box-to-Fuel Pump
11. Hose, Intake Manifold 24. Box, Junction
12. Tube Assembly, 1-3-5 Side 25. Tube, Air Manifold, 1-3-5 Side
13. Tube Assembly, 2-4-6 Side 26. Tube, Air Manifold, 2-4-6 Side
14. Clamp, Hose 27. Sleeve Assembly, Injection Nozzle
15. Tube Assembly, Intake Manifold, 28. Washer, Rubber
No. 1 Cylinder 29. Washer, Plain
16. Tube Assembly, Intake Manifold, 30. Seal
No. 2 Cylinder

C-1- 10
 FIGURE C-1-3. CRANKCASE ASSEMBLY
1. Clamp, Breather Hose 6. Nut 10. Bolt
2. Hose 7. Washer 11. Nut
3. Hose 8. Spacer 12. Washer
4. Tee Breather 9. Eye, Engine Lifting, Front 13. Eye, Engine Lifting, Rear
5. Screw
C-1-11
 19

16

11

3 21

FIGURE C-14. MAGNETO AND ACCESSORY DRIVES

1. Nut, Hex 11. Washer, Plain

2. Washer, Lock 12 Adapter, Accessory
3. Washer, Plain 13. Gasket
4. Cover 14. Bushing
5. Gasket 15. Seal, Oil
6. Nut, Hex 16. Gear
7. Washer, Lock 17. Bushing, Coupling
8. Washer, Plain 18. Retainer
9. Nut, Hex 19. Sleeve
10. Washer, Lock

C-1-12
 FIGURE C-1-5. FUEL MANIFOLD VALVE FITTING LOCATIONS

A B I c D E
0
GTSIO 520-C PLUG 90 Elbow (1800)NIPPLE, UNION 45 EIbow -

C-1-13
 2700

180, D
r
FIGURE C-1-6. CONTROL VALVE FITTING LOCATIONS

A B C D E
Mixture Fuel Inlet
Return and Fuel
To Pump Pressure Conn. Outlet
0
9 El bow (1 80)
GTSIO-520-C PLUG NIPPLE -
RED UCER -
PLUG
TEE
NIPPLE
(180)
-
NIPPLE -
REDUCER -

CONNECTOR - CONNECTOR- CONNECTOR -

C-1-14
 F
A

C
0
B

FIGURE C-1-7. FUEL PUMP FITTING LOCATIONS

A B C D E F

900 Elbow 900 Elbow 900 Elbow

GTSIO-520-C 90 Elbow 0
(75) (90) (285) (345) PLUG (9 E lbow (0)
Connector Connector Connector

C-1 -15
 FIGURE C-1-8.
CRANKCASE STUD SETTING HEIGHTS

Setting
Location Thread Sizes Heights Model "C"
1. Magnego & Accessory
Drive Adapter 5/16-18 x 5/16-24 3/4 6

2. Magncto & Accessory

Drive Adapter 3/8-16 x 3/8-24 13/16 2

3. Engine Mount Legs 3/8-16 x 3/8-24 1-11/32 3

C- 1-16
 CHAPTER C
SECTION II

DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520-D

Overhaul and test procedures for the model major differences between the "D" model and the
covered in this section are the same as the basic engine model. The fuel injection system and
procedures for the basic engine except for the the induction system are covered completely in
specific differences noted herein. There are no this section.

0 "

633090
1 637847 632590 63 3091 632188 633274--4 634735A1
633090
2 637847 632590 633091 632188 63 3274-4 635089A1
633090
3 637847 633091 636414 632188 63 3274-4 634735A1

4 637847 633090 636414 632188 633274-4 635089A1

3091
633090
5 637847 633091 632188 63 3274-4 634735A1

6 637847 633091 632188 63 3274-4 635089A1

63 3090
9 637847 633091 632188 63 3274-4 634735A1
633090
10 637847 633091 632188 63 3274-4 635089A1
633090 1
21 637847 633091 632188 633274-4 639624A2
633090 1
22 637847 633091 632188 63 3274-4 639623A2

®) See Service Bulletin M77-20 Rev 1.

(c) Spec 21 & 22 have single stage pump. When ordering fuel pump for Specs 1 thru 10, ascertain whether or
not Fuel System has been converted.
(2) Prestolice 24 Volt a Delco 24 Volt - 50 Amp ® Bendix

C-2-1
 GENERAL INFORMATION -GTSIO-520-D.

The engine is geared, turbocharged, six-cylinder,
fuel injected, horizontally opposed and developes
375 horsepower at 2275 propeller RPM. Installed
on each engine are two magnetos, twelve spark
plugs, ignition harness and wiring, primer
distribution lines and fittings, engine-driven fuel
pump, low pressure, multi-nozzle, continuous flow
fuel injection system, pressure type intake
manifold piping, integral oil pump and externally
mounted oil cooler, intake air intercooler, starter
and various adapters, clamps and brackets for
mounting these items on the engine.

DETAIL ENGINE SPECIFICATIONS.

Propeller Drive Ratio............................... 0.667:1

Propeller Shaft Rotation (Looking Forward) .. ........ ... Clockwise*

Propeller Attachment (Flange) ........ ... .. ...... .. ... .. .. APR 502 Type I

Bore, Inches ............... . . .. . . . .. .. . . . . . . . . . . . . . . . . 5 .2 5 0

Stroke, Inches ........... .I .... ....... ... . . .. ... . .. . . . . 4 .000

Displacement, Cubic Inches ...... . .. .. . .. .. .. . . . . . . . . . . . . . . . . . . . 520

Compression Ratio.......... . . . . .. .. . .. .. .. . . . . . . . . . . . . . . . . . 7 .5 :1

Turbosupercharged (Maximum RPM) .. . . . . . . .. .. .. .. . .. .. .. .. . . . . .. . . .. .. . 7 5 ,0 00

Oil SAE Number Above 400 F. .... . . . . . . ... ...

... ... .. ... ... ... .. SA E N o. 50
Below 400 F...... . . . . . . ............ 10W30 Multi-Viscosity or SAF. No. 30

Oil Sump Capacity.......... . . . . . . ...... .. .. .... .. . .. . .... . .. . . . l3 Qts.

Fuel, Aviation Grade, Octane (Minimum) Low Le ad Fuels approved for use). .. 100LL(Blue),100(Green)

Fuel System ............ ...... ..........

..... ..... Continental Fuel Injection

Fuel Injector............ ...... .....

..... ..... .... Continental Fuel Injection

Magneto Drive, Ratio to Crankshaft ... . .. . .. .. .. .. . .. .. . . . . . . . . . . . . . . . . 1 .5 :1

Magnetos (1) Bendix S6LN-1 201 (Left Magneto on LH and RH Engines) ......... Clockwise*
(1) Bendix S6LN-1205 (Right Magneto on LH and RH Engines)........Clockwise*

Tachometer Drive, Ratio to Crankshaft......................5 .1

Rotation...........................Clockwise*

Starter Drive, Ratio to Crankshaft...........................32. 1

Rotation..........................Counterclockwise*

Alternator Drive, Ratio to Crankshaft ................. I........3:1

Rotation ........................ Clockwise*

C-2-2 June 1980

 DETAIL ENGINE SPECIFICATIONS (Continued)

Vacuum Pump Drive, Ratio to Crankshaft.......................1.14:1

Rotation ...................... Counterclockwise*

Vacuum Pump Drive, (Deice)............................1.14:1

Rotation ...................... Counterclockwise'

Vacuum Pump Drive, (Autopilot)..........................1.14:1

Rotation ...................... Counterclockwise*

Propeller Governor Drive, Ratio to Crankshaft ...................... 809:1

Rotation........................Clockwise*

Spark Plug Type, AC ............................... AC 273

Breaker Point Setting (Both Magnetos)....................20' BTC

Spark Plug Gap............................... 0.017 - 0.018

Firing Order.............................14-5-2-3-6

Fuel Pressure (Lbs. Per Sq. Inch) Unmetered @450 Propeller RPM ............. 6.0 PSI
Auxiliary Pump Resistor @ 450 Propeller RMP ..... 5.5 ± .25 PSI
Maximum Metered Fuel Pressure 3 9.5 " Hg MP & 2 2 75 Propeller R PM ...... 16.0)- 17.0 PSI
Metered Fuel Pressure Shown Here is Referenced to Compressor Discharge Pressure
Minimum Auxiliary Pump Pressure Switch @ 450 Propeller RPM..........4.0 ± .25 PSI

Oil Pressure (Lbs. Per Sq. Inch)

Normal ............................. (See Operating Limit)
Maximum ................................... 100
Idling (Minimum) ................................ 10

Oil Temperature (- F)
Normal....................................1700
Maximum...................................2400

Cylinder Head Temperature (0 F)

Maximum...................................460'
Minimum (Takeoff)...............................200'

Standard Engine Dry Weight (Lbs.) ......................... 550.39

*Direction of rotation facing engine drive pad.

C-2-3
 OPERATING TEST LIMITS.

(a) Run-In Schedule .................... 2 Hrs. 25 Min.

(b) Maximum Rated RPM and Tolerance ............ 3375 - 3425 RPM

(c Fuel Flow Limits.................... See Page C-2-14

(d) Fuel Pump Pressure Limits ................ See Page C-2- 15

(c Metered Fuel Pressure Limits ............... See Page C-2-16

(f) Oil Consumption ® Maximum Rated Power.......... 1.0 Lb./1/2 Hr. Maximum

(g) Oil Grade to be used................... SAE No. 50

(h) Propeller Transfer Leakage with 225 - 240 F.

Oil at 200-220 psi (Move Crankshaft slowly during reading) 0.05 - 0.50 Lbs./Min.

(j) Fuel Grade to be used.................. 100LL(Blue) or 100(Green)

(k) Idling RPM and Tolerance ................ 700 ± 25 RPM

(I) Manifold Pressure @ Maximum Rated Power ......... 39.3 -39.7

@Idle................. 15.9 - 18.0

(in) Magneto Spread at 2400 RPM............... 50 RPM Maximum

(n) Crankcase Pressure * .................. 4.0"' H 2 0 Maximum

(p) Oil Temperature .................... 2400 F. Maximum

Oil Temperature -Desired Range ............. 1500-2000 F.

(r) Oil Pressure at Maximum Rated Power

(Engine Oil Temperature 1750 - 185' F.).......... 50 - 60 psi (On 24-6 Side)
Oil Pressure at Idle
(Engine Oil Temperature 140' - 1500 F.).......... 30 psi Minimum

(S) Timing of Engine and Tolerance .............. Left: 200 BTC ± 1

Right: 20 BTC ± 10

(t T/C Air Inlet Air Filter Pressure Drop............ 6.0" H 2 0 Maximum

(u) T/C Air Outlet Pressure ................. 43.0" Hg. Maximum

(v) T/C Exhaust Outlet Pressure ............... 1.0" Hg. Maximum Ref.

(W Cylinder Head Temperature................ 460 F. Maximum

(At Bayonet Thermocouple)

(x) Normal Rated Power .................. 375 BHP at 3400 RPM

C-24 June 1980

 OPERATING TEST LIMITS (Continued)

(y) Power Correction for Intake Air Temperature:......... . 1% per 6 F.

Correct H.P. for TIC Inlet Air Temperature as follows:
(1) Add 1% for each 6 F. hotter than 60 F.
(2) Subtract 1% for each 6 F. colder than 60 F.
A sudden increase in crankcase pressure, during which the liquid in the manometer fluctuates rapidly, is usually an indication of
rings beginning to stick. However, before removing cylinders, investigate the breather and manometer.

NOTE ... Turbocharger inlet air may be regulated to provide engine operation within Test Limits.

SPECIAL TEST ITEMS REQUIRED OR AE7010201 J 0310, (filter to oil cooler) No. AE
EQUIVALENT. 7010201 J 03 10, Oil Filter and adapter AC
External oil lines (oil pump to filler) Aeroquip No. 6435 853 Type OF 103A.

MAJOR OVERHAUL TEST RUN

GTSIO-520-D
T/C Outlet PR. "Hg
Period Time - Minutes RPM (Reference)
1 5 1200
2 10 1500
3 10 2100
4 10 2600
5 10 2800
6 10 3000
7 10 3200
8 5 3400± 25 100% Power 42.0 -43.0
9 5 *3000 68.5% Power (257 BHP) 34.8 - 35.8
10 5 *2600 44.8% Power (168 BHP) 33.5 -34.5
11 10 600 ± 25 Idle Cooling Period

NOTE ... Engine oil pressure must be supplied to NOTE ... Stop engine, drain oil, weigh in oil for
propeller transfer tube during all testing. oil consumption determination and replace in
engine.

START OIL CONSUMPTION DETERMINATION

GTSIO-520 D
T/C Outlet PR. "
Period Time - Minutes RPM (Reference)
12 10 Warm-Up
13 30 ** 3400 ± 25 100% Power
14 5 t 2400 Check Magnetos
15 10 600 ± 25 Idle Cooling Period

NOTE. ... Stop engine, drain oil, weigh and record excess of 1.00 lbs./l/2 hr. is determined, rerun one
engine oil consumption. Oil consumption at a rate hour. If oil consumption is still excessive, return
of 1.00/1/2 hr. maximum isacceptable. Ifvalue in engine to overhaul.

Magneto drop to be taken after completion of oil consumption run. Engine must be throttled to specified RPM and temperature
allowed to settle out before taking magneto drop.
* See fuel charts for actual RPM.
Readings must be recorded after completion of each 15 minute interval during oil consumption run.

C-2-5
FUEL INJECTION SYSTEM (See Figure C-2-1)
DISASSEMBLY
a. Disconnect six fuel discharge tubes (1)
from manifold valve (5) and nozzles (3). Compress
spring legs of each clamp (2) and remove clamp.
Manifold valve to mixture control hose and
mixture valve to fuel pump hoses are customer
supplied and may have been removed. If not, they
may be removed at this time. Remove nozzles (3)
and washers (4); store in a clean container.
NOTE. ... Further disassembly of nozzles should
not be attempted unless flow-test equipment is
available.
NOTE. . . Air Throttle Assembly, Metering and
Mixture Control Assembly and Controller
Assembly are calibrated as an integral unit, and
should not be disassembled unless necessary.
b. Remove cotter pins (6), washers (7), wave
washers (8), and remove link rod assemblies (9 thru
13) and (14 thru 18).
c. Remove sheet metal screw (19), speed
washer (20), bolt (21) and tab washer (22),
separate shroud (23, 24, 25, 26) and control
assembly (28) from air throttle body (36).
d. Remove sheet metal screws (37) speed nuts
(38) and remove shroud (39) from fuel pump (44).
e. Remove attaching parts (41, 42, 43) and
pull fuel pump (44) and gasket (49) from crank-
case studs. Remove fuel pump drive gear and plug
assembly (50, 51) and coupling (52).
f. If parts marked (*) are a part of fuel pump
installation the pump is no longer available. If the
pump is serviceable and is to be reused, the
associated parts are still available as replacement
parts. In the event that the pump must be replaced,
the fuel pump drive gear will also need to be
replaced and the coupling will have to be added. It
will also be nccessary to replace the crankcase
mounting studs. The extension for the new stud
will be .75 compared to the 1.31 for the old pump.
g. Pump and shroud parts (53 thru 64) were
original equipment on specifications 1 thru 10. If it
is neccssary to replace a pump of this type with the
C-2-6
latest pump, it will also require some airframe
modification. (See Cessna Service Letter
ME71-13). New crankcase mounting studs, fuel
pump drive gear (50, 51) and coupling (52) will
also be required.
CLEANING, INSPECTION AND REPAIR
Precedures listed in the basic engine section will
apply.
REASSEMBLY
CA UTION ... Use only a fuel soluble thread
lubricant on any fuel injection system connection
or fitting.
a. Install gasket (32) and controller (31) onto
air throttle body (36) and secure with attaching
parts (29, 30).
b. Attach adapter (24) and retainer (25) to
shroud (23). Install controller (28) and shroud (26)
on air throttle body and secure with tab washers
(22) and screws (21). Secure tab washer to screw.
Install shroud (23) on shroud (26) and secure with
screws (19) and speed nuts (20).
c. Install link rod assemblies (9 thru 13) and
(14 thru 18) using washers (7) wave washers (8)
and cotter pins (6).
d. Lubricate fuel pump drive gear and install
in crankcase. Coat both sides of gasket (49) and
install on crankcase studs. Lubricate coupling (52)
and install in fuel pump drive gear. Install fuel
pump (44) and secure with attaching parts (41, 42,
43).
e. If either the original pump (64) or the later
single stage pump is used, it will be necessary to
install adapter (48) gaskets (45) and insulator (46).
f. Install grommets (40) in shroud (39) and
install on fuel pump. Secure with screws (37) and
speed nuts (38).
g. Install copper washer (4) on base threads of
nozzle (3) and install in cylinder. Slide sleeve over
nozzle. Install rubber washer and plain washer over
nozzle and seat on sleeve. Connect fuel discharge
tubes (1). Install a clamp (2) over each discharge
tube and insert spring legs of clamp in bracket (65).
INDUCTION SYSTEM (See Figure C-2-2) INDUTIO
SYSEM
SeeigueC-2)TURBOCHARGER
OIL INLET ADAPTER.

DISASSEMBLY It has been demonstrated that it is possible to

crack the turbocharger oil inlet adapter (Teledyne
a. Parts (1 thru 7) were removed prior to Continental Motors' P/N 628675) and cause an oil
removing engine from aircraft. leak by improperly torqueing the retaining bolts or
by overtorqueing the steel inlet oil line fitting. To
b. Remove attaching parts (8, 9 and 10, 11) preclude the possibility of this occuring, the
and lift intercooler (14). Remove gasket (15). adapter material has been changed from aluminum
to steel and the new part is P/N 640793.
c. Bracket (16) is retained by nut and
lockwasher This produce improvement was incorporated on all
new production and remanufactured engines
d. Loosen clamps (18) and slide hose assembled on and after August 10, 1973. Engines
connectors (19) onto intake tubes (23). having the following serial numbers and all
Remove intake manifold assembly (17). subsequent have the steel adapter incorporated:

e. Remove nuts (20), lockwashers (21) and New Engine Remanufactured

plain washers (22) and lift off intake tubes (23) Engine Model Serial Number Engine Serial Number
and flanges (24). Remove gaskets (25). GTSIO-520-D 601006 219162

f. Remove air manifold tubes (26, 27, 28), Engines having serial numbers prior to those listed
fuel pump to air manifold tube (29) and air above must have the turbocharger oil inlet adapter
manifold fitting assembly (30). Disconnect fuel P/N 628675 replaced by steel adapter P/N 640793.
nozzle sleeves (31).

CLEANING, INSPECTION AND REPAIR. IMPROVED VALVE STEM AND GUIDE

Procedures in basic engine section will apply.
REASSEMBLY.
a. Install flanges (24) on intake tubes (23)
and loosely assemble intake tubes to spider mani-
fold (17). Place a gasket (25) on the intake port
flange of each cylinder. Locate spider manifold and
intake tubes assembly and secure with attaching
parts (20, 21, 22). Adjust hoses and clamps to
proper positions and tighten clamps.
b. Install bracket (16) on two upper inside
magneto adapter studs. Lubricate seal (15) and
install intercooler (14). Secure to intake manifold
assembly with screw (8) and washer (9). Secure to
bracket (16) with insulator (13) sleeve (12) plain
washer (11) and bolt (10).
c. Place seal (32) on nozzle sleeve and attach
sleeves to air manifold tubes (26). Attach tubes
(27, 28) to air manifold tubes and junction box
(30). Install tube assembly (29) to junction box
(30) and fuel pump.
LUBRICATION.
To provide better lubrication to exhaust valve
stems and exhaust valve guides, improved exhaust
rocker arms and exhaust lifters are now in
production on all GTSIO-520 engines. The purpose
of this change is to increase valve guide service life
and it is recommended that these new parts be
installed at the next top or major overhaul.
Old P/N New P/N
639576 Rocker Arm Assembly 640941
See Bulletin M72-14
628488 Lifter Assembly 641 709
(Intermittent Feed) (Continuous Feed)
Care must be taken to make certain these new
parts are installed in the exhaust location. The
intake lifter assemblies and rocker arms have not
been changed and, therefore, remain in their same
location.
Intake and exhaust lifters can be readily identified
by the width of the groove around their outside

June 1980 C-2-7

dizmeter. See diagram below. diameter.
lubrication
See
diagram
below.
of the valve stem. See below.

I 1 ~~.281

628488
Intermittent Feed Lifters (Intake) Old Style P/N 639576

.438

New Style P/N 640941

641709
Continuous Feed Lifters (Exhaust) These new parts went into production on the
following engine serial numbers and all subsequent.

Ncw R emanu fact ured

The change in the exhaust rocker arm is in the Engines Engines_
angle of the squirt hole which results in positive GTSIO-520-D 601008 194538

C-2-8 June 1980

 1. Tube, Fuel Discharge 23. Shroud, Top 45. Gasket
2. Clamp, Fuel Discharge Tube 24. Adapter, Elbow 46. Insulator
3. Nozzle Assembly 25. Retainer 47. Seal, Oil
4. Washer, Copper 26. Shroud, Bottom 48. Adapter, Fuel Pump
5. Valve, Fuel Manifold 27. Bumper, Rubber 49. Gasket
6. Pin Cotter 28. Control Assembly 50. Gear, Fuel Pump
7. Washer 29. Screw 51. Plug
8. Washer, Wave 30. Washer 52. Coupling
9. Nut, Elastic Stop 31. Controller 53. Screw
10. Rod End, Special 32. Gasket, Controller 54. Nut
11. Nut 33. Bushing 55. Shroud, Upper
12. Spring 34. Lever 56. Shroud, Lower
13. Rod and Link Assembly 35. Pin, Tubular 57. Shroud, Side
14. Nut, Elastic Stop 36. Air Throttle 58. Clamp, Hose
15. Washer 3 7. Screw 59. Grommet
16. Rod End, Special 38. Nut 60. Grommet
17. Spring 39. Shroud, Upper 61. Nut, Plain Hex
18. Rod and Link Assembly 40. Grommet 62. Washer, Lock
19. Screw 41. Nut, Plain, Hex 63. Washer, Plain
20. Nut, Typej 42. Washer, Lock 64. Fuel Pump
21. Screw 43. Washer, Plain 65. Brackets
22. Washer,.Tab 44. Fuel Pump

C-2-9
 3

3:.

FIGURE C-2-2. INDUCTION SYSTEM

1. Coupling, Channel Band 18. Clamp

2. Sleeve, Channel Band 19. Hose
3. Turbocharger 20. Nut, Plain, Hex
4. Clamp 21. Washer, Lock
5. Sleeve 22. Washer, Plain
6. Air Throttle 23. Tube, intake
7. Duct, Air Induction 24. Flange, Intake
8. Screw 25. Gasket, Intake
9. Washer, Copper 26. Tube, Air Fuel Nozzle
10. Screw 27. Tube, Air Manifold No. I Side
11. Washer 28. Tube, Air Manifold No. 2 Side
12. Sleeve 29. Tube Asscmbly, Air
13. Insulator 30. Fitting, Air Manifold
14. Inter-cooler 31. Sleeve Assembly, Injection Nozzle
15. Seal 32. Seal
16. Bracket 3 3. Washer, Rubber
17. Manifold, Intake 34. Washer, Plain

C-2-10
27

1800

Do

1800

FIGURE C-2-3. FUEL MANIFOLD VALVE FITTING LOCATIONS

I A lI B I I DI I
GTSIO-520 03 900 Elbow (3400) 1900 Elbow (200) iNIPPLE, UNION 1450 Elbow 1900 Elbow (110c)

C-2-11
 00

2700.90 901)

161.1-

FIGURE C-24. CONTROL VALVE FITTING LOCATIONS

A S C 0 E
Mixture Fuel Inlet
Return and Fuel
To Pump Pressure Conn. Outlet

900 Elbow (1800) NIPPLE-

GTSIO-520-D PLUG ADAPTER - PLUG EE. CON9NECTOR ADAPTER-
0
450 Elbow (3Q ) 450 Elbo (4 Elbow (00)
450

C-2-12
 0a

,27 n 0

1800

D
E
1800

FIGURE C-2-5. FUEL PUMP FITTING LOCATIONS

I I ~~~~Al B Ic D E
GTSIO-520-D TEE (300) 450 Elbow (00) CONNECTOR PLUG 900 Elbow (00)

June1980 C-2-13
i llIIl~I
111111111 IIlii I
11pu11lpilipiq11111 I11111 ii ll I
ii 111111111 ii111 I 11 IJ

I
FUEL FLOW LIMITS FOR GTSIO-520-D ENGINES

CHART INSTRUCTIONS:
1. Obtain actual maximum rated RPM.
- 2. Determine required RPM forl100%, 68.5%, and 44.8% power by reading directly above-
the artiiml mAyirnim r~atprl RPM nrnint
3. Determine fuel flow limits for100%. 68.5%, and 44.8% power by reading directly above
the actual maximum rated RPM point.

-EXAMPLE:
100% Power RPM 3400 ± 10, Flow Limits 250 - 260 lbs./hr.
6-8.5% Power RPM 3000 ±.10. Flow Limits 137 -144 lbs./hr.
44.8% Power RPM 2600 ± 10, Flow Limits 90 - 96 lbs./hr.

(a) This chart is based on 701F. injector fuel temperature. For every 100F. increase in
injector inlet fuel temperature, subtract 1 lb. of fuel from the curve value. For every
10cF. decrease in iniector inlet fuel temnerature. add 1 lb. of ftial to the tijrve vslue
I I I
. ILimit
L .. High
E
U)=
I-
L
LOW L~i
-C -90
I 2575 2600 2625
:naine IPM for 44.8% Power

z -145-
z

~LL -1 40*

-135-
2975 3000 3025
Engine RPM for 68.5% Power

-260-

0 t - 255-

-250-
335 3400 3425

Engine RPM for 100% Max. Rated Power.

El

I II I It
~~~~~~~~I

_tm=bE =to=t =n =t= hi

Ili iIII
hn ~I
- -------
idIII nIIII
1LLLtiI lihI I ~ I ,II mI TH
diiitL
-
C-2-14 June 1980
 100% POWER FUEL PUMP PRESSURE LIMITS FOR GTSIO-520-D

NOTE: This data to be used when checking pressure at fuel pump outlets with
gage vented to atmospheric pressure.

CHART INSTRUCTIONS:
1. Obtain actual maximum rated RPM.
2. Determine fuel pressure limits for 100% maximum power by reading
directly above actual maximum rated RPM point.

- EXAMPLE: 100% Power Fuel Pump Pr. Limits @ 3400± 10 RPM, 30.5 - 35.0 PSI.
NOTE: Idle (600 + 25 RPM) Pump Pr. 5.75- 6.25 PSI.

35 __U

-1- -33t-

a~ .
~E 32- __

0 7
- - _ _ _ _ _ _ -3 1 - _ _ _ _ _ __ _

L.o' LUMIT
-- 30- ____ _

3375 3400 3425

LJ~~m
~u ~ ± WI 'I '" ~

June 1980 C-2-15

C21
 111111111 Ii 111111111 11lIl1lI1111 1111111111 lii 111111111 11111111 liii 11111 lii 11111111111111 11111
11111iii Ill I liii Iii 111111
-1 I I I II I II I I I II I I II
I I I I
METERED FUEL PRESSURE LIMITS FOR GTSIO-520-D ENGINES

CHART INSTRUCTIONS:-
1 Obtain actual maximum rated RPM.__
-

2. Determin reuied RPM for 100%. 68.5% and 44.8% power by reading directly above
the actual maximum rated RPM point.
3.Determine metered fuel pressure limits for 100%, 68.5%, and 44.8% maximum power
by reading directly above actual maximum rated RPM point.

EXAMPLE: 100% power 3400 t_ 10, Metered Fuel Pr. Limits 16.5 - 17.5 PSI,
NOTF- Mpti-ri-r Fuejl Prpessutre Limit-, at 1600 + 25 RPM)Idle. 3.5 -40 P.S.I

4 U_ 2575 2600 2625

____ ~~Engine RPM for 44.8% Power_____ __

6 CL ~~~~HighILimitI I

Q) 2(5n300 I 305

Engine RPM for 68.5% Power

Q)IL 18.0 _ _ _ _ _ _ _ __

7.

LL 33753400
16.0 3425
____ _____
____ ~Engine RPM for 100% Max.~

C-2-16 C-2-16
June 1980
 CHAPTER C
SECTION III

DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520-H

Overhaul and test procedures for the model Section. The fuel injection system and the
covered in this section are the same as the induction system for this model are covered
procedures for the basic GTSIO-520 except for the completely in this section.
specific differences noted by this Difference Data

See Service Bulletin M77 20 Rev 1 (3 Prestolite 24 Volt cZ, Bendix

C- 3-1
 GENERAL INFORMATION - GTSIO-520-H.

The engine is geared, turbocharged, six-cylinder,
fuel injected, horizontally opposed and develops
375 horsepower at 2275 propeller RPM. Installed
on each engine are two magnetos, twelve spark
plugs, ignition harness and wiring, primer
distribution lines and fittings, engine-driven fuel
pump, low pressure, multi-nozzle, continuous flow
fuel injection system, pressure type intake
manifold piping, integral oil pump and externally
mounted oil cooler, intake air intercooler, starter
and various adapters, clamps and brackets for
mounting these items on the engine.

DETAIL ENGINE SPECIFICATIONS.

Propeller Drive Ratio............. ..... ..... ..... ..... ..... .... 0.667:1

Propeller Shaft Rotation (Looking Forward). ........ .... ... .... .... ... C lockw ise*

Propeller Attachment (Flange) ......... APR 502 Type I

Bore, Inches ................ . . . . .. . .. . . .. .. . . . . . . . . . . . . . . . 5.2 50

Stroke, Inches ............... . . . . .. . . ... .... . . . . . . . . .. . . . . 4.0 0 0

Displacement, Cubic Inches .......... . .. .. . .. .. .. . . . . . . . . . . . . . . . ... 5 20

Compression Ratio.............. .. . .. . .. .. .. . . . . . . . . . . . . . . . . . 7 .5 :1

Turbosupercharged (Maximum RPM) ...... . . .. ... . .. . .. .. .. .. . . .. .. . .. . 7 5,00 0

OilSANumber Above 40' F. ........ ....... .... .... ... .... ... SA E N o. 50
Below 40 F.......... .......... 10W30 Multi-Viscosity or SAE No. 30

Oil Sump Capacity.............. 13 Qrs.

Fuel, Aviation Grade, Octane (Minimum) (Low Lead Fuels approved for use). . 100LL(Blue) or 100(Green)

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . .. Continental Fuel Injection

Fuel Injector .......... ................ Continental Fuel Injection

Magneto Drive, Ratio to Crankshaft..........................1.5:1

Magnetos (1) Bendix S6LN 1201 (Left Magneto on LH and RH Engines) ......... Clockwise*
(1) Bendix S6LN-1 205 (Right Magneto on LH and RH Engines).........Clockwise*

Tachometer Drive, Ratio to Crankshaft ......................... 5 1

Rotation...........................Clockwise'

Starter Drive, Ratio to Crankshaft...........................32:1

Rotation..........................Counterclockwise*

C-3-2
 DETAIL ENGINE SPECIFICATIONS (Continued)

Alternator Drive, Ratio to Crankshaft..........................3:1

Rotation ........................ Clockwise*

Vacuum Pump Drive, Ratio to Crankshaft.......................1.14:1

Rotation ...................... Counterclockwise*

Vacuum Pump Drive, (Deice)............................1.14:1

uum Pump D Rotation ...................... Counterclockwise*

Vacuum Pump Drive, (Autopilot)..........................1.14:1

Rotation ...................... Counterclockwise*

Propeller Governor Drive, Ratio to Crankshaft.....................0.809:1

Rotation........................Clockwise*

Spark Plug Type, AC ............................... AC 273

Spark Occurs (Degress BTC) Both Magnetos......................200 BTC

Spark Plug Gap............................... 0017 -0.018

Firing Order ................................. 14-5-2-3-6

Fuel Pressure (Lbs. Per Sq. Inch) Unmetered @450 Propeller RPM ............. 6.0 PSI
Auxiliary Pump Resistor ® 450 Propeller RMP .. ... 5.5 -. 25 PSI
Maximum Metered Fuel Pressure @ 39.5" Hg MP & 2275 Propeller RPM ...... 16.0 -17.0 PSI
Metered Fuel Pressure Shown Here is Referenced to Compressor Discharge Pressure
Minimum Auxiliary Pump Pressure Switch @450 Propeller RPM..........4.0 ± .25 PSI

Oil Pressure (Lbs. Per Sq. Inch)

Normal.............................(See Operating Limits)
Maximum ................................... 100
Idling (Minimum).................................10

Oil Temperature (F)

Normal....................................1700
Maximum...................................240'

Cylinder Head Temperature (F)

Maximum...................................4600
Minimum (Takeoff)...............................2000

Standard Engine Dry Weight (Lbs.)......................... 550.39

Direction oF rotation facing engine drive pad.

June 1980 C-3-3

 OPERATING TEST LIMITS.-

(a) Run-In Schedule .................... 2 Hrs. 25 Min.

(b) Maximum Rated RPM and Tolerance ............ 3375 - 3425 RPM

(c) Fuel Flow Limits.................... See Page C-3-15

(d) Fuel Pump Pressure Limits ................ See Page C-3-16

(e) Metered Fuel Pressure Limits ............... See Page C-3-17

(f Oil Consumption @Maximum Rated Power.......... 1.0 Lb./1/2 Hr. Maximum

(g) Oil Grade to be used . . . . . . . . . . . . . . . . . . SAE No. 50

(h) Propeller Transfer Leakage with 225 - 2400 F.

Oil at 200-220 psi (Move Crankshaft slowly during reading) 0.05 - 0.50 Lbs./Min.

() Fuel Grade to be used.................. 100LL(Blue) or 100(Green)

(k) Idling RPM and Tolerance................. 700 ± 25 RPM

(1) Manifold Pressure @Maximum Rated Power .,......... 39.3 - 39.7

@Idle................. 15.9 - 18.0

(in) Magneto Spread at 2400 RPM............... 50 RPM Maximum

(n) Crankcase Pressure * .................. 4.0" H20 Maximum

(p) Oil Temperature .................... 240 F. Maximum

Oil Temperature - Desired Range ............. 150-200 F

(r Oil Pressure at Maximum Rated Power

(Engine Oil Temperature 175 - 185 F.).......... 50 - 60 psi (On 24-6 Side)
Oil Pressure at Idle
(Engine Oil Temperature 140 - 150 F.).......... 30 psi Minimum

(s) Timing of Engine and Tolerance .............. Left: 200 BTC ± 10

Right: 200 BTC ± 10

(t T/C Air Inlet Air Filter Pressure Drop............ 6.0" H 2 0 Maximum

(u) T/C Air Outlet Pressure ................. 43.0" Hg. Maximum

(v) T/C Exhaust Outlet Pressure ............... 1.0" Hg. Maximum Ref.

w) Cylinder Head Temperature................ 460 F. Maximum

(At Bayonet Thermocouple)

(x Normal Rated Power .................. 3 75 BHP at 3400 RPM

C-3-4 June 1980

 OPERATING TEST LIMITS (Continued)

(y) Power Correction for Intake Air Temperature: ... .. ..... 1% per 6 F.
Correct H.P. for T/C Inlet Air Temperature as follows:
(1) Add 1% for each 6 F. hotter than 60 F.
(2) Subtract 1% for each 6 F. colder than 60 F.
* A sudden increase in crankcase pressure, during which the liquid in the manometer fluctuates rapidly, is usually an indication of
rings beginning to stick. However, before removing cylinders, investigate the breather and manometer.

NOTE.-. Turbocharger inlet air may be regulated to provide engine operation within Test Limits.
-

SPECIAL TEST ITEMS REQUIRED OR AE7010201 J 0310, (filter to oil cooler) No. AE
EQUIVALENT. 7010201 J 0310, Oil Filter and adapter AC
External oil lines (oil pump to filler) Aeroquip No. 6435853 Type OF103A.

MAJOR OVERHAUL TEST RUN

GTSIO-520-H
T/C Outlet Pr. "Hg
Time - Minutes RPM (Reference)
5 1200
10 1500
10 2100
10 2600
10 2800
10 3000
10 3200
5 3400 ± 25 100% Power 42.0 - 43.0
5 * 3000 68.5% Power - (257 BHP) 34.8 -35.8
5 * 2600 44.8% Power - (168 BHP) 3 3.5 - 34.5
10 600 ± 25 Idle Cooling Period

NOTE ... Engine oil pressure must be supplied to NOTE. .. Stop engine, drain oil, weigh in oil for
propeller transfer tube during all testing. oil consumption determination and replace in
engine.

START OIL CONSUMPTION DETERMINATION

GTSIO-5 20-H
/C Outlet PR. "Hg.
Period Time - Minutes RPM (Reference)
12 10 Warm-Up
13 30 ** 3400 ± 25 100% Power
14 5 t 2400 Check Magnetos
15 10 600 ± 25 Idle Cooling Period

NOTE. ... Stop engine, drain oil, weigh and record excess of 1.00 lbs./1/2 hr. is determined, rerun one
engine oil consumption. Oil consumption at a rate hour. If oil consumption is still excessive, return
of 1.00/1/2 hr. maximum is acceptable. If value in engine to overhaul.
Magneto drop to be taken after completion of oil consumption run. Engine must be throttled to specified RPM and temperature
allowed to settle out before taking magneto drop.

* See fuel charts for actual RPM.

**Readings must be recorded after completion of each 15 minute interval during oil consumption run.

C-3-5
FUEL INJECTION SYSTEM (See Figure C-3-1)
DISASSEMBLY
a. Disconnect six fuel discharge tubes (1)
from manifold valve (5) and nozzles (3). Compress
spring legs of each clamp (2) and remove clamp.
The manifold valve to mixture control hose and
mixture valve to fuel pump hoses are customer
supplied items. They should have been removed; if
not, do so at this time. Remove nozzles (3) and
washers (4); store in a clean container.
NOTE. ... Further disassembly of nozzles should
not be attempted unless flow-test equipment is
available.
NOTE .. . Air Throttle Assembly, Metering and
Mixture Control Assembly and Controller
Assembly are calibrated as an integral unit, and
should not be disassembled unless necessary.
b. Remove and disassemble parts (6 thru 13).
Disconnect tube assembly (23). Remove three
screws (14) and washers (15); lift off fuel pressure
regulator assembly (20) and bracket (16).
c. Remove cotter pins (24), washers (25),
wave washers (26) and remove rod and link
assemblies (27 thru 31) and (32 thru 36).
d. Remove attaching parts (47, 48) and
separate controller assembly (49) and gasket (50)
from air throttle body.
e. Remove sheet metal screw (37), speed
washers (38), bolt (39) and tab washer (40);
separate shrouds (41 thru 44) and control assembly
(46) from air throttle body (54).
f. Remove sheet metal screws (60, 61), speed
nuts (64) and shroud (62) from fuel pump (68).
g. Remove attaching parts (65, 66, 67) and
pull fuel pump (68) and gasket (73) from crank-
case studs.
h. If parts marked (*) are a part of fuel pump
installation the pump is no longer available. If the
pump is serviceable and is to be re-installed on the
engine, those parts marked (*) are available as
replacement parts. In the event the pump must be
replaced , the fuel pump drive gear will have to be
C-3-6
replaced and the coupling will have to be added. It
will also be necessary to change the crankcase
mounting studs. The extension for the new stud
will be .75 inch compared to 1.31 inch for the old
stud.
CLEANING, INSPECTION AND REPAIR.
Procedures as listed in the basic engine section will
apply.
REASSEMBLY. (See Figures C-3-3, C-3-4, C-3-5)
CA UTION... Use only a fuel soluble thread
lubricant on any fuel injection system connection
or fitting.
a. Assemble fuel pressure regulator (20) and
bracket (16) to air throttle body (54) using
attaching parts (14, 15). Connect tube assembly
(23) and parts (6 thru 13) in order shown to
regulator assembly.
b. Install gasket (50) and controller assembly
(49) onto throttle body (54) using attaching parts
(47, 48).
c. Attach adapter (42) and retainer (43) to
shroud. Install shroud (44) and control assembly
(46) on throttle body. Secure with tab washers
(40) and screws (39). Bend up ears of tab washers.
Install shroud assembly (41) and secure with
screws (37) and speed nuts (38).
d. Install link rod assemblies (27 thru 3 1) and
(32 thru 36) in order shown with wave washers
(26) plain washers (25) and cotter pins (24). Final
adjustment of rod linkage will be established at
final assembly.
e. Lubricate fuel pump dirve gear and install
in crankcase. Coat both sides of gasket (73) and
install on crankcase studs. Lubricate coupling (76)
and install in fuel pump drive gear. Install fuel
pump (68) and secure with attaching parts (65, 66,
67). If the old style pump is to be used it will be
necessary to press a new seal (71) in adapter (72)
and mount on crankcase studs. Coat both sides of
gaskets (69) and install with insulator (70) on
studs.
f. Insert grommets (63) in shroud and install
on fuel pump. Secure with screws (61) and speed
nuts (64).
g. Install copper washer (4) on base thread of
nozzle (3) and install nozzle in cylinder. Slide
sleeve (3 1, Fig. C-3-2) over nozzle. Install rubber
washer (33 Fig. C-3-2) and plain washer (34, Fig.
C-3-2) over nozzle and seat on sleeve. Connect fuel
discharge tubes (1) to nozzles and fuel manifold
valve (5). Install a clamp (2) on each fuel discharge
tube and insert spring legs of clamp in bracket
(78).
INDUCTION SYSTEM (See Figure C-3-2)
DISASSEMBLY
a. Parts (1 thru 7) were removed prior to
removing engine from aircraft.
b. Remove attaching parts (8, 9 and 10,11)
and lift intercooler (14). Remove gasket (1 5).
c. Bracket (16) is retained by nut and lock-
washer (6, 7, Figure C-3-3).
d. Loosen clamps (18) and slide hose
connectors (19) onto intake tubes (23). Remove
intake manifold assembly (17).
e. Remove nuts (20), lockwashers (21) and
plain washers (22) and lift off intake tubes (23)
and flanges (24). Remove gaskets (25).
f. Remove air manifold tubes (26, 27, 28),
fuel pump to air manifold tube (29) and air mani-
fold fitting assembly (30). Disconnect fuel nozzle
sleeves (3 1).
CLEANING, INSPECTION AND REPAIR
Procedures as written in basic engine section will
apply.
REASSEMBLY
a. Install flanges (24) on intake tubes (23)
and loosely assemble intake tubes to spider mani-
fold (17). Place a new gasket (25) on the intake
part flange of each cylinder. Locate manifold and
tubes assembly and secure with attaching parts (20,
21, 22). Adjust hoses and clamps to proper
positions and tighten clamps.
b. Install bracket (16) on two upper inside
magneto adapter studs. Lubricate seal (15) and
install intercooler (14). Securc to intake manifold
assembly with screw (8) and washer (9). Secure to
bracket with insulator (13), sleeve (12), plain
washer (11) and bolt (10).
c. Place seal (32) on nozzle sleeve and attach
sleeves to air manifold tubes (26). Attach tubes
(27, 28) to air manifold tubes (26) and junction
box (30). Install tube assembly (29), junction box
to fuel pump.
d. Install rod and link assemblies (27 thru 3 1)
and (32 thru 36), in order shown, with attaching
parts (24, 2 5, 26). Final adjustment of rod linkage
will be established at final assembly.
IMPROVED VALVE STEM AND GUIDE
LUBRICATION.
To provide better lubrication to exhaust valve
stems and exhaust valve guides, imp roved exhaust
rocker arms and exhaust lifters are now in
production on all GTSIO-520 engines. The purpose
of this change is to increase valve guide service life
and it is recommended that these new parts be
installed at the next top or major overhaul.
Old P/N New P/N
639576 Rocker Arm Assembly 640941
Sec Bulletin M72-14
628488 Lifter Assembly 641709
(Intermittent Feed) (Continuous Fccd)
Care must be taken to make certain these new
parts are installed in the exhaust location. The
intake lifter assemblies and rocker arms have not
been changed and, therefore, remain in their same
location.
Intake and exhaust lifters can be readily identified
by the width of the groove around their outside
diameter. See diagram below.
.281
628488
Intermittent Feed Lifters (Intake)
June1980 C-3-7
 These new parts went into production on the
following engine serial numbers and all subsequent.

New Remanufactured
Engines Engines
GTSIO-520-H 600245 218059

641709 TURBOCHARGER OIL INLET ADAPTER

Continuous Feed Lifters (Exhaust)
The change in the exhaust rocker arm is in the
angle of the squirt hole which results in positive
lubrication of the valve stem. See below.
It has been demonstrated that it is possible to
crack the turbocharger oil inlet adapter (Teledyne
Continental Motors' P/N 628675) and cause an oil
leak by improperly torqueing the retaining bolts or
by overtorqueing the steel inlet oil line fitting. To
preclude the possibility of this occurring, the
adapter material has been changed from aluminum
to steel and the new part is P/N 640793.

This product improvement was incorporated on all

new production and remanufactured engines
assembled on and after August 10, 1973. Engines
having the following serial numbers and all
subsequent have the steel adapter incorporated:
Old Style P/N 639576
New Remanufactured
Engine Engine
Engine Model Serial No. Serial No.
GTS 10- 520-H 600119, 218047
600137

Engines having serial numbers prior to those listed

above must have the turbocharger oil inlet adapter
New Style P/N 640941 P/N 628675 replaced by steel adapter P/N 640793.

C-3-8 June 1980

 25

27

19 j

23

FIGURE C-3-1. FUEL INJECTION SYTEM

C-3-9
 1. Trube, Fuel Discharge 39. Screw
2. Clamp, Fuel Discharge Tube 40. Washer, Tab
3. Nozzle Assembly 41. Shroud Assembly, Top
4. Washer, Copper 42. Adapter, Elbow
5. Valve, Fuel Manifold 43. Retainer
6. Tube Assembly, Air 44. Shroud Assembly, Bottom
7. Reducer, Tee 45. Bumper, Rubber
8. Gasket 46. Control Assembly
9. Tee 47. Screw
10. Nut 48. Washer, Lock
11. Tee 49. Controller Assembly
12. Union, Tee 50. Gasket
13. Tube Assembly, Air Pressure 51. Bushing
14. Screw 5 2. Lever
15. Washer, Plain 5 3. Pin, Tubular
16. Bracket 54. Air Throttle Assembly
17. Screw 55. Pin, Cotter
18. Washer, Plain 56. Nut
19. Nut, Self-Lock 57. Gasket
20. Regulator Assembly, Fuel Pressure 58. Nipple
21. Nipple Assembly, Restrictor 59. Plug
22. Nipple 60. Screw
23. Tube Assembly 61. Screw
24. Pin, Cotter 62. Shroud
25. Washer, Plain 63. Grommet
26. Washer, Wave 64. Nut, Type J
27. Nut 65. Nut, Hex
28. Rod End, Special 66. Washer, Lock
29. Nut 67. Washer, Plain
30. Spring 68. Fuel Pump
31. Rod and Link Assembly *69. Gasket
32. Nut * 70. insulator
33. Washer, Plain *71. Seal, Oil
34. Rod End, Special 172. Adapter, Fuel Pump
3 5. Spring 73. Gasket
36. Rod and Link Assembly 74. Gear, Fuel Pump
37. .Screw 75. Plug
38. Nut, Type J 76. Coupling
77. Brackets

C-3- 10
 14

5
'4

FIGURE C-3-2. INDUCTION SYSTEM

1. Coupling, Channel Band 18. Clamp

2. Sleeve, Channel Band 19. Hose
3. Turbocharger 20. Nut, Plain, Hex
4. Clamp 21. Washer, Lock
5. Sleeve 22. Washer, Plain
6. Air Throttle 23. Tube, Intake
7. Duct, Air Induction 24. Flange,Intake
8. Screw 25. Gasket, Intake
9. Washer, Copper 26. Tube, Air Fuel Nozzle
10. Screw 27. Tube, Air Manifold No. 1 Side
11. Washer 28. Tube, Air Manifold No. 2 Side
12. Sleeve 29. Tube Assembly, Air
13. Insulator 30. Fitting, Air Manifold
14. Inter-cooler 31. Sleeve Assembly, Injection Nozzle
15. Seal 32. Seal
16. Bracket 33. Washer, Rubber
17. Manifold, Intake 34. Washer, Plain

C-3 -11
 00

2700.

2700

1800O

FIGURE C-3-3. CONTROL VALVE FITTING LOCATIONS

A B C D E
Mixture Fuel Inlet
Return and Fuel
To Pump Pressure Conn. Outlet
0
900 Elbow (18O ' NIPPLE -
GTSIO-520-H- PLUG TEE (30 ) PLUG TEE, ADAPTER -
eeConnector (400 450 Elbow (001

C-3-12
 no
nO A

1800

2700

E
i 800

FIGURE C-3-4. MANIFOLD VALVE FITTING LOCATIONS

I I ~~~ 81
~~Al cD E
GTSIO-520-H 900 Elbow 434Q0) 900 Elbow (200) NIPPLE, UNION 450 Elbow 900 Elbow i 1100)

C-3- 13
 Do

A
D

B
00

B
/ 10
I0~~~~~~~~~~~~~~70
2700.
90go

EE E

FIGURE C-3-5. FUEL PUMP FITTING LOCATIONS

C- 3-14
 . .... - .. - ..... ... .. . ... ... .. - - II.. ..... .. . .... .. ... .... ... .. .. .. . I ... .. . ..I .. ... . . ...... .. . ... .. .... . I... . .. .. ... . .. . ... ..
I iIIIHIIHiIII IHIIIiiPHIII Ylly ll 111111!1111! IiIy u p upul1111111111p ullu 111111

I
FUEL FLOW LIMITS FOR GTSIO-520-H ENGINES

CHART INSTRUCTIONS:
1. Obtain actual maximum rated RPM.
2. Determine required RPM for 100%. 68.5%, and 44.8% power by reading directly above-
the actual maximum rated RPM point.
3. Determine fuel flow limits for I100%. 68.5%, and 44.8% power by reading directly above__
- ~~~the
actual maximum rated RPM point.

__EXAMPLE:
100% Power RPM 3400 ± 10, Flow Limits 250 - 260 lbs./hr.
- ~~68.5% Power RPM 3000 + 10, Flow Limits 137 - 144 lbs./hr.
- ~~~44.8% Power RPM 2600 ±+10, Flow Limits 90 - 96 lbs./hr.
(a) This chart is based on 701F. injector fuel temperature. For every 101F. increase in
injector inlet fuel temperature, subtract 1 lb. of fuel from the curve value. For every
101F, decrease in injector inlet fuel temperature, add 1 lb. of fuel to the curve value.
I 1 .^I- I I I
I
I

HighILimit
2
U-
n- -95
z
D -0
LL
Io~
0_R Qa --- I
0 I
0 I
-J 257EI 726 00 2625 I
Engine RPM for 44.8% Power -I -

;z
-145- -High LimitI
U-6

U.
.0 1 A^f

In
LoW Limit
E
2975 30100 I 3025'l
Engine RPM for 68-5% Power
I
I I
I _t=
High Limit I
-260-
0-"

LL- -255- I

oU

-250- LOVV Limit I

- ----- I
3375 3400 -V=

I
Engine RPM for 100% Max. Rated Power.

I I I
I I I
I ftm El~I E±1 =±E17TtF Tt7 I I I I~~~~~~~~~~~~111r
wi
June 1980 C-3-15
C31
 100% POWER FUEL PUMP PRESSURE LIMITS FOR GTSIO-520-H

NOTE: This data to be used when checking pressure at fuel pump outlets with
gage vented to atmospheric pressure.

CHART INSTRUCTIONS:
1. Obtain actual maximum rated RPM.
2. Determine fuel pressure limits for 100% maximum power by reading
directly above actual maximum rated RPM point.

EXAMPLE: 100% Power Fuel Pump Pr. Limits © 34001 10 RPM, 30.5 - 35.0 PSI.

NOTE: Idle (6001 25 RPM) Pump Pr. 5.75- 6.25 PSI.

- ~
I ~ ~ ~ ~ 3

I { .~~~~ _

10)

-31 - _ _ _ _ _ _ _ _ _

3375 3400 3425

Tfl-~ ~ t_____ __dm__ ___________

C-3-16 C-3-16
.June 1980
 K -
IIHIIII IIIII! I1111 II III IIIIII III 11III III III Ifj
T1 -I I
I1111 II11111 III II11111
I I I
III II IM LL111-1-LITHTF17H1111110 III II IIII 11III11111 III H
I I
METERED FUEL PRESSURE LIMITS FOR GTSIO-520-H ENGINES
-- I I I

CHART INSTRUCTIONS:
1.Obtain actual maximum rated RPM.
2. Determine required RPM forl100%, 68.5% and 44.8% power by reading directly above
the actual maximum rated RPM point.
3.Determine metered fuel pressure limits for 100%. 68.5%, and 44.8% maximum power
by reading directly above actual maximum rated RPM point.

EXAMPLE: 100% power 3400 ±. 10, Metered Fuel Pr. Limits 16.5 - 17.5 PSI.
hIifiT;:-KMjatorc~-ri Pii Proq c i iro I imitc n t tArY) + 9F; RPPA rIpPl-
IH -4a0 P S;I

(L.-6.0-
Z>d57 60 22
Z_-

Z_- 10.07_0_

-0 :- -8.0-1-
'i 2575
LL 3000 3025
W ~~~Engine RPM for 648.% Power _

- -18.0 __

a, ~~~~~~HghLimit

17.0Low Limit -

OD 29'375 3400 3425

_____ ____ ~~Engine RPM for 6800% Max:r

F:

- !111
I I I I I~~~~~~~~~~~~~~~~~~~~~~~~~II

June 1980 C-3-

1980
June 17/C-3-18
 CHAPTER C
SECTION IV

DIFFERENCE DATA SECTON FOR THE MODEL GTSIO-520-K

Overhaul and test procedures for the model specific differences noted by this Difference Data
covered in this section are the same as the Section.
procedures for the basic GTSIO-520 except for the

See Service Bulletin M77-20 Rev 1

CA-4-
 GENERAL INFORMATION - GTSIO-520-K.

The engine is geared, turbocharged, six-cylinder,
fuel injected, horizontally opposed and develops
435 horsepower at 2275 propeller RPM. Installed
on each engine are two magnetos, twelve spark
plugs, ignition harness and wiring, primer dis-
tribution lines and fittings, engine-driven fuel
pump, low pressure, multi-nozzle, continuous flow
fuel injection system, pressure type intake mani-
fold piping, integral oil pump and externally
mounted oil cooler, intake air intercooler, starter
and various adapters, clamps and brackets for
mounting these items on the engine.The engine
also includes engine bracketed turbocharger and
a complete exhaust system.

DETAIL ENGINE SPECIFICATIONS

Rated Maximum Take-off Horsepower..........................435

Rated Maximum Continuous Horsepower ........................ 435

Rated Speed - Crank RPM..............................3400

Rated Speed - Prop RPM .............................. 2265

Rated Manifold Pressure in Hg ............................ 44.5

Propeller Drive Ratio .............................. 0.667:1

Propeller Rotation (Looking Forward) ....................... Clockwise

Bore, Inches...................................5.25 "

Stroke, Inches .................................. 4.00"

Displacement, Cubic Inches .......................... 520 Cu. In.

Compression Ratio ................................ 7.5:1

Oil SAE Number Above 400 F....................... ..... SAE No. 50

Below 400 F................ 10W30 Multi-Viscosity or SAE. No. 30

Oil Sump Capacity ............................... 12 Quarts

Fuel, Aviation Grade,Octane (Minimum )Low Lead Fuels are approved for use) ...... 100LL(Blue)
or 100 (Green)

Fuel System .... . . . . . . . . . . .. . . . . . . .

.Continental . . ... Fuel Injection

Fuel Injector .......................... Continental Fuel Injection

Magneto Drive, Ratio to Crankshaft ......................... 1.5:1

Magneto (1) Drive Direction...........................Clockwise*

Tachometer Drive, Ratio To Crankshaft. .......................... 5:1

Rotation...........................Clockwise'

C-4-2
 DETAIL ENGINE SPECIFICATIONS (Continued)

Starter Drive, Ratio To Crankshaft ........................... 32:1

Rotation..........................Counterclockwise*

Alternator Drive. Ratio To Crankshaft...........................3:1

Rotation ........................ Clockwise*

Vacuum Pump Drive (Deice)............................1.14:1

Rotation.......................Counterclockwise*

Propeller Governor Drive, Ratio To Crankshaft .................... 0.809:1

Rotation ....................... Clockwise*

Firing Order................................. 14-5-2-36

Oil Pressure (PSI)

Normal..................................30 -60PSI
Maximum..................................100 PSI
Idling (Minimum) ............................... 10 PSI

Oil Temperature (0 F)
Normal .................................... 1700
Maximum ................................... 2400

Cylinder Head Temperature (0 F)

Maximum ..... I..............................4600
Minimum (Takeoff) ............................... 200'

Standard Engine Dry Weight...........................599 Lbs.

Direction of rotation facing engine drive pad.

June 1980 C-4-3

 OPERATING TEST LIMITS

Run-in schedule .............................. 2 hrs. 3 5 min.

Maximum rated RPM and Tolerance.....................3375 -3425 RPM

Oil Consumption at maximum rated power ................... 1.0 lbs./1/2 hr.

Oil grade to be used..............................SAE No. 50

Fuel grade to be used.......................100LL(Blue) or 100(Green)

Idling RPM and Tolerance .............. ........... 900 ± 25 RPM

Manifold pressure at maximum rated power-................44.0" - 45.0" Hg. Abs.

Manifold pressure at idle ....................... 15.9" -18.0" Hg Abs.

Magneto spread at 2400 RPM ......................... 50 RPM max.

Crankcase pressure* ............................ 4.0" H 2 0 max.

Oil temperature...............................2400 F. max.

Oil temperature - desired range ....................... 1500 - 2000 max.

Oil pressure at maximum rated power

(engine oil temperature 1750 - 185 F.) ................ 50 - 60 psi (24-6 side)

Oil pressure at maximum rated power

(engine oil temperature 1400 - 1500 F.) ................... 30 psi minimum

Timing of engine and tolerance......................Left: 200 BTC ± 10

Right: 200 BTC ± 10
Turbocharger air inlet air filter pressure drop...................6.0" H 2 0 max.

Turbocharger air outlet pressure ........................ 46.2 Hg max.

Turbocharger exhaust outlet pressure....................1.0" lIg max. (Ref.)

Cylinder head temperature................4600 F max. (at bayonet thermocouple)

Normal rated power ......................... 435 BHP at 3400 RPM

Power correction for intake air temperature ......... ......... 1% per 6' F.

A sudden increase in crankcase pressure, during which the liquid in the manometer fluctuates rapidly, is usually an indication of
rings beginning to stick. However, before removing cylinders, investigate the breather and manometer.
**Correct horsepower for turbocharger inlet air temperature is as follows:
(1) Add 1% for each 60 F. hotter than 600 F.
(2) Subtract 1% for each 6 F. colder than 60 F.

C-44
 MAJOR OVERHAUL TEST RUN
GTSIO-520-K

Full Rich Metered Fuel Pr.

Time -Minutes RPM Fuel Flow (No./Hr.) (vented) -psi
5 1200
5 1500
10 2100
10 - 95 5.65/ 6.15
10 2800
10 - 165 8.3 5/ 8.85
10 -2 35 12-65/13.15
5 305 17.95/18.45

ADMP T/C Outlet Pr.

Time - Minutes RPM Power "Hg. (Ref.) "Hg. (Ref.)
5 *3400 ±25 100% (43 5 BHP) 44.0/45.0 45.2/46.2
5 *3300 91.4% (398 BHP) 39.8/40.8 41.4/42.4
5 * 3150 79.5% (346 BHP) 35.3/36.3 37.5/38.5
5 * 3000 68.7% (299 BHP) 31.5/32.5 34.3/3 5.3
2700 Lean out mixture until all cylinder head temperatures have peaked.
All must peak within 5 lbs/hr. fuel flow (.25 psi metered fuel pressure).
5 *2600 44.7% (195 BHP) 25.2/26.5 3./ .
10 900 ± 25 Idle Cooling

PROPELLER STAND. NOTE . .. Stop en ine, drain oil, weigh in oil for
NOTE. ... Engine oil pressure must be supplied to oil consumption determination and replace in
propeller transfer tube during all testing. engine.

START OIL CONSUMPTION DETERMINATION

ADMP T/C Outlet Pr.

Time-Minutes RPM Power "Hg. (Ref.) "Hg. (Ref.)
10 Warm-Up
30 3400 ± 25 100% Power - See (a)
5 2400 Check Magnetos - See (b)
10 900 ± 25 Idle Cooling
Stop engine, drain oil, weigh and record engine oil consumption - See (c)
145 3090 75% (326 BHP) 13 3.5/34.5 36/3 7
Inspect engine and apply corrosion prevention treatment in accordance with TCM
drawing No. 5 31148. (Apply after "Final Test" on teardown engines.)

(a) Readings m us t be recorded afte r completion of each1 5 minute interval during oil consumption run.
(b) Magneto spread to be taken after completion of oil consumption run. Engine must be throttled to specified RPM and temperature
allowed to settle out before aking magneto spread.
(c) Oil consumption at a rate of 1.0 lb./1!2 hr. maximum is acceptable. If value in exces of 1.0 lb./ 1/2 hr. is determined, rerun one
hour. I f c onsumption is still excessive, return for inspection.
See fuel charts for actual RPM.

C-4-5
 EXHAUST ASSEMBLY (See Figure C4-1) NOTE .. . Further disassembly of nozzles should
not be attempted unless flow test equipment is
REMOVAL AND DISASSEMBLY. available.

a. Loosen couplings (14) and slide onto NOTE .. Air throttle assembly and controller
exhaust tubes (1. 3). assembly are calibrated as an integral unit. They
should not be disassembled unless necessary.
b. Remove exhaust-to-cylinder head attaching
parts (47,FigureC-44). Remove and separate left c. Remove cotter pins (8), washers (9), , wave
exhaust parts (3, 5. 7, 8, 9). Repeat for right side washers (10) and link rod assembly (11 thru 15).
exhaust parts (1, 2, 4, 6, 8, 9).
d. Remove attaching parts (18, 19) and
c. Remove exhaust-to-turbocharger attaching separate controller (17) and gasket (16) from
parts (1 1, 12, 13) and adapter (1 0). throttle body (27).

ASSEMBLY AND INSTALLATION. e. Remove attaching parts (25, 26) and

separate pressure relief valve assembly (24) and
a. Assemble in reverse order of disassembly. gasket (23) from throttle body (27).

HOT PRIME EQUIPMENT (See Figure C4-2)
REMOVAL AND DISASSEMBLY.
a. Remove hose assembly (1 1) from solenoid
valve fitting (10) and from tee located beneath air
throttle assembly.
f. Remove attaching parts (29, 30), and pull
fuel pump (28) and gasket (31) from crankcase
studs. Remove drive coupling (32), gear (33) and
plug (34) from crankcase cavity.
ASSEMBLY AND INSTALLATION.

b. Remove heater-to-primer tube assembly a. Assemble in reverse order of disassembly.

(3).
e. It is not necessary to remove the rest of the
hot prime equipment as it does not interfere with
any other disassembly operation. However, if
replacement is necessary, remove and separate
parts as shown in Figure C4-2.
ASSEMBLY AND INSTALLATION.
INDUCTION SYSTEM (See Figure C-44)
REMOVAL AND DISASSEMBLY.
a. Steps b, c and d may be disregarded if
hoses (1 thru 4), turbocharger parts (5 thru 8) and
air throttle parts (27. 28, 29) have been removed
prior to engine removal from airframe.

a. Assemble in reverse order of disassembly.
FUEL INJECTION SYSTEM (See Figure C-4-3)
REMOVAL AND DISASSEMBLY.
a. Remove hose assembly (1), fuel pump-
to-control, and hose assembly (2), control-
to-manifold valve.
b. Disconnect six fuel discharge tubes (3)
from manifold valve (7) and nozzles (5). Compress
spring legs of each clamp (4) and remove clamps.
Remove nozzles (5) and washers (6); store in a
clean container.
b. Disconnect and remove hose (1) located
between actuator oil outlet and controller, hose (2)
located between crankcase and controller oil drain
elbow, hose (3) located between crankcase and
turbo oil inlet and hose (4) located between turbo
oil outlet and scavenge pump. Also disonc
clamps (40) and remove hose (39) located between
air throttle and air manifold junction box.
C. Loosen clamps (5) and remove hoses (6)
and induction tube (7). Remove turbo from its
mounting bracket.
d. Loosen clamps (10) and remove hose (11)
along with air throttle (9).

C-4-6
 e. Remove attaching parts (12, 13) and (14,
1 5) to lift off intercooler (22). Remove gasket
(2 3).
f. Bracket (16) may be disassembled from
intercooler by removing screw and washer (20, 21).
Bracket (1 7) is retained by nut and lockwasher (6,
7, Figure C-4-6)
g. Loosen clamps (24, 31) and slide hose
connectors (32) onto intake tubes (35). Remove
intake manifold assembly (28).
h. Remove intake tube flange attaching parts
(36, 37, 38) and lift off intake tubes (35) and
flanges (34). Also remove gaskets (33).
i. Disconnect fuel nozzle sleeves (42).
Remove air manifold tubes (47 thru 50), air
manifold tube (41) and air manifold junction
assembly (46).
ASSEMBLY AND INSTALLATION.
a. Assemble in reverse order of disassembly.
OIL SUMP (See Figure C-4-5)
REMOVAL AND DISASSEMBLY.
a. Drain plug (14) and gasket (13) should
have been removed when engine was mounted on
test stand.
b. Remove attaching parts (10, 11, 12) and
lift sump (9), gasket (6), spacer (7) and gasket (8)
from engine. Discard gaskets.
C. Remove bolts (4, 5), washers (3) and lift
off suction tube assembly (2). Remove and discard
gasket (1).
ASSEMBLY AND INSTALLATION.
a. Assemble in reverse order of disassembly.
OIL COOLER (See Figure C-4-6)
REMOVAL AND DISASSEMBLY.
a. Remove four sets of attaching parts (9, 10,
11), one set of attaching parts (13, 15) and lift off
oil cooler (8).
b. Remove spacers (3, 4), "O" ring (12), two
gaskets ( 1) and spacer ( 2 ).
c. Remove oil temperature control valve (20).
d. Remove bolt (7) and washer (6) and
separate turbo mounting bracket from crankcase.
ASSEMBLY AND INSTALLATION.
a. Assemble in reverse order of disassembly.
.OIL PUMP ASSEMBLY (See Figure C-4-7)
REMOVAL AND DISASSEMBLY.
a. Loosen oil screen plug (44), by-pass plug
(21) and oil pressure relief valve housing (15) to
facilitate later removal.
b. Remove nine sets of attaching parts (2, 3,
4), but not those indexed (33, 34, 35). Pull
complete oil pump assembly from crankcase cover
studs. Remove and discard gasket (1).
c. Remove oil screen plug(44)and gasket(43).
d. Remove tach drive housing (40) and related
parts (31, 36, 37, 38, 39, 41) from tach drive cover
(32).
e. Remove two sets of attaching parts (33, 34,
35) from two studs (6). Withdraw the tach drive
cover (32).
f. Slide scavenge driven gear assembly (28,
29) off shaft (27) and out of scavenge pump body
(25). Remove tach drive gear (30) and pin (23)
from shaftgear (22). Pull scavenge driver gear (26)
off shaftgear (22) and remove key (24). Remove
scavenge pump body(25) from oil pump housing(5).
g. Remove oil pump driver shaftgear (22) and
oil pump driven gear assembly (8, 9) from oil
pump housing (5).
h. Remove oil pressure relief valve (10 thru
17) and by-pass valve (18 thru 21). Remove plug
(7). to facilitate cleaning. Studs (6) should be
removed only if replacement is necessary.
ASSEMBLY AND INSTALLATION.
a. Assemble in reverse order of disassembly.
C-4-7
 9

a
7
9 8
8

.14

3 3 ~~~~10
13
14

FIGURE C-4-1. EXHAUST ASSEMBLY

1. Tube Assembly 8. Packing

2. Elbow and Riscr Assembly 9. Clamp Assembly
3. Elbow Assembly 10. Adapter
4. Exhaust Riser Assembly 11. Bolt
5. Exhaust Riser Assembly 12. Washer
6. Exhaust Riser Assembly 13. Nut
7. Exhaust Riser Assembly 14. Coupling

C-4-8
 2

% ~~~~~~ I~~

IV

/~8 9

12 7

FIGURE C4-2. HOT PRIME EQUIPMENT

1. Electric Heater Assembly

2. Heating Element Housing
3. Tube Assembly
4. Primer Nipple Assembly
5. Tee
6. Solenoid Valve
7. Mounting Bracket
8. Washer, Lock
9. Screw
10. Nipple
11. Hose Assembly
12. Clamp Assembly

C-4-9
 7

,/I

28

29 -4
-0
30-

FIGURE C4-3. FUEL INJECTION SYSTEM

1. Hose Assembly 13. Nut 2 5. Washer

2. Hose Assembly 14. Spring 26. Screw
3. Tube Assembly, Fuel Discharge 15. Rod and Link Assembly 27. Air Throttle Body
4. Clamp, Fuel Discharge Tube 16. Gasket, Controller 28. Fuel Pump Assembly
5. Nozzle Assembly 17. Controller 29. Washer
6. Washer, Copper 18. Washer 30. Nut
7. Valve, Fuel Manifold 19. Screw 31. Gasket
8. Pin, Cotter 20. Bushing 3 2. Drive Coupling
9. Washcr 21. Lever 33. Gear
10. Washer, Wave 22. Pin, Tubular 34. Plug
II. Nut, Elastic Stop 23. 0-Ring
12. Rod End, Special 24. Valve Assembly, Pressure Relief

C-4-10
FIGURE C44. INDUCTION SYSTEM

CA-1l
 1. Hose Assembly 37. Washer, Lock
2. Hose Assembly 38. Nut, Plain, Hex
3. Hose Assembly 39. Hose
4. Hose Assembly 40. Clamp
5. Clamp Assembly 41. Tube Assembly, Air
6. Hose 42. Sleeve Assembly, Injection Nozzle
7. Tube, Air Induction 43. Seal, Compression
8. Turbocharger 44. Washer, Plain
9. Air Throttle 45. Washer, Rubber
10. Clamp 46. Junction Assembly, Air Manifold
11. Hose 47. Tube Assembly, Air Manifold,
12. Screw No. 1 Side
13. Washer, Copper 48. Tube Assembly, Air Manifold,
14. Bolt No. 2 Side
15. Washer 49. Tube Assembly, Air Manifold,
16. Bracket 1-3-5 Side
17. Bracket 50. Tube Assembly, Air Manifold,
18. Grommet 2-4-6 Side
19. Sleeve 51. Gasket
20. Washer, Plain 52. Adapter
21. Screw 5 3. Washer, Plain
22. Intercooler 54. Screw
23. O-Ring 55. Extension
24. Clamp 56. Tee
25. Bolt 57. Reducer
26. Washer 58. Gasket
27. Nut 59. Adapter
28. Intake Manifold 60. Washer, Plain
29. Insert 61. Screw
30. Plug 62. Extension
31. Clamp 63. Elbow
32. Hose, Intake Manifold 64. Gasket
33. Gasket 65. Nut
34. Flange, Intake Manifold 66. Elbow
35. Tube, Intake Manifold 67. Fitting
36. Washer, Plain

C-4-12
 I

-10
-11
14

FIGURE C-4-5. OIL SUMP

1. Gasket
2. Tube Assembly
3. Washer
4. Bolt
5. Bolt
6. Gasket
7. Spacer
8. Gasket
9. Sump Assembly
10. Washer
11. Washer, Lock
12. Screw
13. Gasket
14. Plug

C-4-13
 17 0
1s

FIGURE C4-6. OIL COOLER

1. Gasket 11. Nut

2. Spacer 12. O-Ring
3. Washer 13. Bolt
4. Washer 14. Bolt
5. Bracket, Turbocharger 15. Nut
Mounting 16. Elbow
6. Washer, Lock 17. Nut
7. Screw 18. O Ring
8. Oil Cooler 19. Gasket
9. Washer 20. Valve Assembly,
10. Washer, Lock Temperature Control

C4-14
 FIGURE C4-7. OIL PUMP ASSEMBLY

1. Gasket 15. Housing, Oil Pressure 30. Gear, Tach Drive

2. Washer Relief Valve 31. Gear, Tach Drive
3. Washer, Lock 16. Washer, Copper 32. Cover, Tach Drive
4. Nut 17. Nut, Adj.usting Screw 3 3. Washer
5. Housing and Shaft Assembly 18. Valve, Oil By-Pass 34. Washer, Lock
6. Stud 19. Spring, Oil By-Pass 3 5. Nut
7. Plug 20. Gasket, Copper 36. Shaft, Tach Drive
8. Gear, Driven 21. Plug and Pin Assembly, 37. Pin, Dowel
9. Bushing Oil By-Pass 38. Washer, Tach Drive
10. Plunger, Oil Pressure 22. Shaftgear 39. Gasket, Tach Drive Housing
Relief Valve 23. Pin, Dowel .40. Housing, Tach Drive
11. Spring, Oil Pressure 24. Key, Woodruff 41. Seal, Oil
Relief Valve 25. Body, Scavenge Pump 42. Nipple
12. Washer, Spring Guide 26. Gear, Driver 43. Gasket
13. Screw, Adjusting 27. Shaft, Driven Gear 44. Oil Screen Assembly
14. Gasket, Copper 28. Gear, Driven 45. Plug
29. Bushing

C-.4-15
 .5
2

FIGURE C4-8.
CRANKCASE STUD SETTING HEIGHTS

Setting model
Location Thread Sizes Heights GTSIO-520-K
1. Oil Cooler Mount Pads 5/16-18 x 5/16-24 ¶ 5/8 1

2. Oil Cooler Mount Pads 5/16 18 x 5/16-24 1-1/64 1

3. Oil Cooler Mount Pads 5/16-18 x 5/16-24 4-15/16 1

4. Oil Cooler Mount Pads 5/16-18 x 5/16 24 4-7/16 1

Early crarnkcaiss. cidntifled by PIN 640034 steel stamped above the crankcase serial nuamber on the 2-4-6 side. use a shorter stud
in the cylinder deck on the side opposite the through bolts. rFOr LoteC~t part numnber. see Parts Catalog, Form X-30046A.

C-4-16
 00 00
00

c; C ~~~~~~~~~~~~~~~

2 70 '

FIGURE C-4-9. FUEL PUMP FITTING LOCATIONS

I A
III
I B I CI D
I
E
I
I
0
CONNECTOR 900 Elbow (1200) 450 Elbow)113 P) 900 Eibow(900) 450 Elbow (1800)

C-4-17
 fib

1800

1800

FIGURE C4-10. FUEL MANIFOLD FITTING LOCATIONS

A B C D E

900 Elbow (900) 900 Elbow (3300) NIPPLE, UNION 450 Elbow 900 Elbow (2050)

C-4- 18
00 ~~~~~~~~~~~~~~~~~~~~
Do

FIGURE C-4-11. AIR THROTTLE & CONTROLLER FITTING LOCATIONS

C4-1 9/C4-20
 CHAPTER C
SECTION V

DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520-L

Overhaul and test procedures for the model specific differences noted by this Difference Data
covered in this section are the same as the Section.
procedures for the basic GTSIO-520 except for the

See Service Bulletin M77-20 Rev 1 ( Bendix

C-5-1
 GENERAL INFORMATION - GTSIO-520-L.

The engine is geared, turbocharged, six-cylinder,
fuel injected, horizontally opposed and develops
375 horsepower at 2275 propeller RPM. Installed
on each engine are two magnetos, twelve spark
plugs, ignition harness and wiring, primer dis-
tribution lines and fittings, engine-driven fuel
pump, low pressure, multi-nozzle, continuous flow
fuel injection system, pressure type intake mani-
fold piping, integral oil pump and externally
mounted oil cooler, intake air intercooler, starter
and various adapters, clamps and brackets for
mounting these items on the engine.

DETAIL ENGINE SPECIFICATIONS

Rated Maximum Take-off Horsepower.......................... 37 5

Rated Maximum Continuous Horsepower ........................ 375

Rated Speed - Crank RPM..........I.....................33 50

Rated Speed - Prop RPM...............................22 33

Rated Manifold Pressure in Hg.* ........................... 39.0

Propeller Drive Ratio ............................... 0.667; 1

Propeller Rotation (Looking Forward)........................Clockwise

Bore, Inches ................................... 5.25"

Stroke, Inches...................................4.00"

Displacement, Cubic Inches ........................... 520 Cu. In.

Compression Ratio ................................. 7.5:1

Oil SAE Number Above 4Q0 F ......................... SAE No. 50

Below 40 F .10............. W30 Multi-Viscosity or SAE No. 30

Oil Sump Capacity...............................13 Quarts

Fuel, Aviation Grade,Octane (Minimum XLow Lead Fuels are approved for use)......100LL(Blue)
or 100 (Green)

Fuel System ........................... Continental Fuel injection

Fuel Injector.......................... Continental Fuel Injection

Magneto Drive, Ratio to Crankshaft .......................... 1.5:1

Magneto (1) Drive Direction ........................... Clockwise*

Tachometer Drive, Ratio To Crankshaft ......................... 5:1

Rotation...........................Clockwise*

C-5-2
 DETAIL ENGINE SPECIFICATIONS (Continued)

Starter Drive, Ratio To Crankshaft...........................32:1

Rotation..........................Counterclockwise*

Alternator Drive, Ratio To Crankshaft..........................3:1

Rotation ........................ Clockwise*

Vacuum Pump Drive (Deice)............................1.14:1

Rotation.......................Counterclockwise*

Vacuum Pump Drive (Autopilot) .......................... 1.14:1

Rotation.......................Counterclockwise*

Propeller Governor Drive, Ratio To Crankshaft......................809: 1

Rotation........................Clockwise*

Firing Order..................................14-5-2-3-6

Oil Pressure (PSI)

Normal..................................30 - 60 PSI
Maximum..................................100 PSI
Idling (Minimum) ............................... 10 PSI

Oil Temperature (F)

Normal .................................... 1700
Maximum ................................... 2400

Cylinder Head Temperature (F)

Maximum ................................... 4600
Minimum (Takeoff) ............................... 2000

Standard Engine Dry Weight .......................... 550.5 Lbs.

**Manifold Pressure boss located on propeller end of spider.

Direction of rotation facing engine drive pad.

June 1980 C-5-3

 OPERATING TEST LIMITS.

(a) Run-In Schedule .................... 2 Hrs. 25 Min.

(b Maximum Rated RPM and Tolerance ............ 3350 -3400 RPM

(c Fuel Flow Limits.................... See Page C-5-14

(d) Fuel Pump Pressure Limits ................ See Page C-5-15

(e) Metered Fuel Pressure Limits ............... See Page C-5-16

(f) Oil Consumption @Maximum Rated Power.......... 1.0 Lb./1/2 Hr. Maximum

(g) Oil Grade to be used................... SAE No. 50

(h) Propeller Transfer Leakage with 225 - 240 F.

Oil at 200-220 psi (Move Crankshaft slowly during reading) 0.05 - 0.50 Lbs./Min.

(j) Fuel Grade to be used.................. 100LL(Blue) or 100(Green)

(k) Idling RPM and Tolerance................. 700 ± 25 RPM

(1) Manifold Pressure @Maximum Rated Power ......... 39.0

18.0
@ Idle.................
(m Magneto Spread at 2400 RPM............... 50 RPM Maximum

(n) Crankcase Pressure * .................. 4.0" H 2 0 Maximum

(p) Oil Temperature .................... 240 F. Maximum

Oil Temperature - Desired Range ............. 150 Min. -200 F.Max.

(r) Oil Pressure at Maximum Rated Power

(Engine Oil Temperature 175 185 F. ) ........ 40-60 psi (on 2-4-6 side)
Oil Pressure at Idle
(Engine Oil Temperature 140 - 150 F.).......... 30 psi Minimum

(s) Timing of Engine and Tolerance .............. Left: 240 BTC ± 1

Right: 240 BTC ± 1

(t T/C Air Inlet Air Filter Pressure Drop............ 6.0" H 2 0 Maximum

(u) T/C Air Outlet Pressure ................. 43.0" Hg. Maximum

(v) T/C Exhaust Outlet Pressure ............... 1.0" Hg. Maximum Ref.

w) Cylinder Head Temperature................ 460 F.Maximum

(At Bayonet Thermocouple)

(x) Normal Rated Power .................. 375 BHP at 3350 RPM

C-5-4 June1980
 OPERATING TEST LIMITS (Continued)

(y) Power Correction for Intake Air Temperature: ... .. ..... 1% per 6F.
Correct H.P. for T/C Inlet Air Temperature as follows:
(1) Add 1% for each 6 F. hotter than 60 F.
(2) Subtract 1% for each 6 F.colder than 60 F.
*A sudden increase in crankcase pressure, during which the liquid in the manometer fluctuates rapidly, is usually an indication of
rings beginning to stick. However, before removing cylinders, investigate the breather and manometer.

NOTE .. . Turbocharger inlet air may be regulated to provide engine operation within Test Limits.

SPECIAL TEST ITEMS REQUIRED OR lines (oil pump to filler) Aeroquip No. AE7010201
EQUIVALENT. J 0310, (filter to oil cooler) No. AE 7010201 J
Exhaust and wastegate system to conform to TCM. 0310, Oil Filter and adapter AC 6435853 Type
Drawing No. 641774, (GTSIO-520-L). External oil OF103A.

MAJOR OVERHAUL TEST RUN

GTSIO-520-L
r/c Outlet PR. "Hg.
Time - Minutes RPM (Reference)
5 1200
10 1500
10 2100
10 2600
10 2800
10 3000
10 3200
5 * 3350 100% Power 41.5 - 42.5
5 * 3040 75% Power (282 BHP) 3 5.0 - 36.0
5 2600
10 700 ± 25 Idle Cooling Period
NOTE . . . Engine oil pressure must be supplied to NOTE ... Stop engine, drain oil, weigh in oil for
propeller transfer tube during all testing. olconsumption determination and replace in
engine.
START OIL CONSUMPTION DETERMI NATION
GTSIO-520-L
T/C Outlet PR. "Hg.
Period Time -Minutes RPM (Reference)
12 10 Warm-Up
13 30 3 350 100% Power
14 5 t 2400 Check magnetos
15 10 700 t 25 Idle Cooling Period
NOTE ... Stop engine, drain oil, weigh and record excess of 1.00 lbs./1/2 hr. is determined, rerun one
engine oil consumption. Oil consumption at a rate hour. If oil consumption is still excessive, return
of 1.00/1/2 hr. maximum is acceptable. If value in engine to overhaul.
Magneto drop to be taken after completion of oil consumption run. Engine must be throttled to specified RPM and temperature
allowed to settle out before taking magneto drop.
* See fuel charts for actual RPM.
**Readings must be recorded after completion of each 15 minute interval during oil consumption run.

C-5-5
INDUCTION SYSTEM (See Figure C-5-1)
a. Remove clamps (1) and sleeves (2) and
separate throttles and control unit (3) and duct (4)
from intercooler (1 1).
b. Remove bolt (5) and washer (6). Remove
screw (7), washer (8) sleeve (9) and insulator (10)
and lift off intercooler (11). Remove seal (12).
Bracket (1 3) is retained by accessory drive adapter
attaching parts.
c. Remove attaching parts (19, 20, 21) and
lift off intake tubes (23, 24) and intake manifold
assembly (14) as a unit. Loosen clamps (17) and
hoses (18) and separate components. Remove
flanges (22) from pipes. Remove and discard
gaskets (25).
d. Remove air manifold tubes (26, 27, 29)
tube (31) and junction box (33). Remove com-
pression seals (28, 30, 32).
e. Detach fuel discharge tube from nozzle and
remove sleeve and seal assembly (34, 35) plain
washer (36) and rubber washer (37).
CLEANING, REPAIR AND REPLACEMENT
Procedures described in the basic engine section
will apply.
REASSEMBLY
a. Install flanges (22) on intake tubes (23, 24)
and loosely assemble intake tubes to spider mani-
fold (14) cylinder no. 5 intake tube is slightly
different than the other five tubes. Place a new
gasket (25) in cylinder intake flanges and locate
manifold and tubes assembly. Secure with attach-
ing parts (19, 20, 21). Adjust hoses and tighten
clamps (1 7).
b. Install bracket (13) on two upper inside
magneto adapter studs. Lubricate seal (12) and
install intercooler (11). Secure to intake manifold
with screw (5) and washer (6). Secure to bracket
with insulator (10), sleeve (9) washer (8) and screw
(7).
C. Install new seal (35) on sleeves (34) and
place on nozzle. Attach sleeves to air manifold
tubes (26). Install rubber washer (37) and plain
C-5 -6
washer (36) and secure fuel discharge tube. Install
new seals (28, 30, 32) on tubes (27, 29, 31) and
secure to junction box (3 3) and air manifold tubes
(26). Attach tube (31) to fuel pump.
FUEL INJECTION SYSTEM (See Figure C-5-2)
a. Disconnect six fuel discharge tubes (1)
from manifold valve (5) and nozzles (3). Compress
spring legs of clamps (2) and remove. Remove
nozzles (3) and washers (4). Store in clean con-
tainer.
NOTE ... Further disassembly of nozzle should
not be made unless flow test equipment is avail-
able.
b. Remove cotter pins (6) washers (7) and
wave washers (8) and separate link rod assemblies
(9 thru 13) and (14 thru 18).
c. Bend up ears of tab washers (20) and
remove screws (19) and tab washers. Separate
control assembly (21) from throttle body.
d. Remove attaching parts (22, 23) and
separate controller assembly (24) and gasket (25)
from air throttle body.
e. Remove fuel pump attaching parts (30,3 1,
32) and pull fuel pump (33) from crankcase.
Remove coupling (34), fuel pump drive gear
assembly (3 5,3 6) and gasket (3 7).
CLEANING, INSPECTION AND REPAIR
Procedures listed in the basic engine section will
apply.
REASSEMBLY
CA UTION... Use only a fuel soluble thread
lubricant on any fuel injection system fitting or
connection.
a. Install new gasket (25) and controller (24)
on throttle body (29) and secure with attaching
parts (22, 23).
b. Secure control assembly (21) to throttle
body with new tab washers (20) and screws (21).
Bend up ears of tab washers.
c. Install link rod assemblies (9 thru 13) and
(14 thru 18) in order shown and secure with wave
washers (8), plain washers (7) and cotter pins (6).
Final adjustment of linkage will be established at
final assembly.
d. Lubricate fuel pump drive gear (3 5) and
install in fuel pump cavity. Coat both sides of
gasket (37) and install on crankcase studs. Lubri-
cate coupling (34) and install in fuel pump drive
gear. Mesh fuel pump (33) with coupling and
mount on crankcase studs. Secure with two sets of
attaching parts (3 0,3 1,3 2).
e. Install copper washer (4) on base threads of
nozzle (3) and install nozzle in cylinder. Slide
sleeve over nozzle and install rubber washer and
plain washer (37, 36 Figure C-5-1) and seat on
sleeve. Connect fuel discharge tubes (1) to nozzles
and fuel manifold value (5). Install a clamp (2) on
each tube and insert spring legs of clamp in bracket
(38).
C-5-7
 /) ~ 24

12.
I -2
1
16
..---
'4
2

29

34 30
39.

44-

FIGURE C-5-1. INDUCTION SYSTEM

1. Clamp 16. Plug 31- Tube Assy
2. Sleeve 17. Clamp 3 2. Seal
3. Throttle Assy 18. I-ose 33. Junction Assy
4. Duct 19. Nut 34. Sleeve Assy
5. Bolt 20. Lockwasher 3 5. Seal
6. Washer 21. Washer 36. Washer
7. Screw 22. Flange 37. Washer Rubber
8. Washer 23. Tube 38. Screw
9. Sleeve 24. Tube, Cyl.#*5 39. Nut
10. Spacer 25. Gasket 40. Clamp
11. Intercooler 26. Air Manifold Tube 41. Turbocharger
12. Seal 27. Air Manifold Tube 42. Gasket
13. Bracket 28. Seal 43. Adapter
14. Manifold 29. Air Manifold Tube 44. Gasket
15. Insert 30. Seal

C-5-8
 25

29

Q
18,

I-.
-. 411-W
1.
4 21 -C - 7
20 1 `6
32 ;-- 19

FIGURE C-5-2. FUEL INJECTION SYSTEM

1. Fuel Discharge Tube 14. Nut, Elastic Stop 27. Lever

2. Clamp 15. Washer 28. Pin
3. Nozzle 16. Rod End 29. Air Throttle Body
4. Washer 17. Spring 30. Nut
5. Fuel Manifold Valve 18. Rod and Link Assy 3 1. Lock Washer
6. Cotter Pin 19. Screw 3 2. Washer
7. Washer 20. Tab Washer 33. Fuel Pump
8. Wave Washer 21. Control Assy 34. Coupling
9. Nut, Elastic Stop 22. Screw 35. Drive Gear
10. Rod End 23. Lock Washer 36. Plug
11. Nut, Spriing Adjustment 24. Controller Assv 37. Gasket
12. Spring 25. Gasket 38. Bracket
13. Rod and Link Assy 26. Bushing

MARCH 1981 C-5-9

 C
nO A

1800

00

270" on

E
1800

FIGURE C-5-3. MANIFOLD VALVE FITTING LOCATIONS

I I ~ ~~~AlI B I c I I EI
GTSIO-520.L 900 Elbow (34Q0) 1900 Elbow (20)1 NIPPLE. UNION 450 Elbow 90 low ( 1100)I

C-5-10
 0a

2700.

U
1800

FIGURE C-54. CONTROL VALVE FITTING LOCATIONS

A B C D E
Mixture Fuel Inlet
Return and Fuel
To Pump Pressure Conn. Outlet

GTSIO-520-L PLUG TEE (1 800) 450 Elbow 900 Elbow 450Elw

i2700) (2250)(40

C-5-11
 A

goo

FITTING ORIENTATION

FIGURE C-5-5. FUEL PUMP FITTING LOCATIONS - GTSIO-520-L

SPEC 1 SPEC 2
A. 90 Elbow (2980) A. 90 Elbow (2980)
B. 900 Elbow (2840 B. 900 Elbow (284)
C. Adapter C. Adapter
Tee (00) Tee (0)
D. 450 Elbow (1050) D. 900 Elbow (900)
E. 90 Elbow (900) E. 900 Elbow (900)
F. 900 Elbow (0) F. 900 Elbow (00)

C- 5-12
 2'

FIGURE C-5-6.
CRANKCASE STUD SETTING HEIGHTS

Setting
Location Thread Sizes Heights Model "L"
1. Fuel Pump Mount Pads 5/16-18 x 5/16-24 .25 2

2. Oil Pump Mount Pads 5/16-18 x 5/16-24 6-1/4 1

June 1980 C-5-13

 - I ~ I I `I

FUEL FLOW LIMITS FOR GTSIO-520-L MODEL ENGINE

CHART INSTRUCTIONS
1.Obtain actual maximum rated RPM.
2. Determine required RPM for 100% arid 75% power by reading directly above
the actual maximum rated RPM point.
3. Determine fuel flow limits for 100% and 75% power by reading directly above
the actual maximum rated RPM point.
EXAMPLE: GTSIO 520-M
1 00% Power RPM 3350 t1 10, Flow Limits 255 - 265 Lbs./hr.
75% Power RPM 3040 110, Flow Limits 176 - 186 lbs./hr.

(a) This chart is based on 70 0 F injector fuel temperature. For every 101F increase
in injector inlet fuel temperature, subtract 1 lb. of fuel from the curve value. For
every 101F decrease in injector inlet fuel temperature, add 1 lb. of fuel to the
curve value.

195- _ __ _ _

LU. -J

LL 175 -__ __

3040 3065 3090 I

ENGINE RPM FOR 75% POWER1 1 1

-265 -__ __ _

u . ~-260-__ _ _ _

WU -J LOW'
U- -255-
o 3350 3375 3400
- ENGINE RPM FOR 100% MAX. RATED POWER

C-5-14 C-5-
14 1980
June
 100% POWER FUEL PUMP PRESSURE LIMITS FOR GTSIO-520-L ENGINES

NOTE: This data to beused when checking pressure at fuel pump outlets with gage
vented to atmospheric pressure.

CHART INSTRUCTIONS:
I. Obtain actual maximum rated RPM.
2. Determine fuel pressure limits for 100% maximum power by reading directly
above actual maximum rated RPM point.

EXAMPLE:
100% Power Fuel Pump Pressure Limits at 3350±+10 RPM, 29.5 - 35.0 PSI.

NOTE: Idle (700± 25 RPM) Pump Pressure. 6.00 - 6.50 PSI

W HIGH jqS
cc
35 _ _5_
C,)
C,)

-~33- _

U-
Z1. -- ~cr- -32-

ENGINE RPM FOR 100% MAX. RATED POWER

June 1980 C51

C-5-15
 METERED FUEL PRESSURE
vs.
FEL FLOW

NOTE: This data is approximate, with fuel pressure gage at

the same elevation as the manifold gage and without
influence of differential head in gage line.
NOTE: Tolerance on metered fuel pressure. ± 0.30 PSI.

Check at 17, 12,

8 PSI and Idle.
18 ___

a_ 16_ _ _ _ _ __ _ _ __ _

NOTE: Specific weight of gasoline 5.87 lb./U.S. gal.

LU

LU

Uj

4-J

z 20 ~~~~60 100 140 180 220 260

____ ~~FUEL FLOW - LBS./HR. __

C-5-16 C-5-
16June
1980
 CHAPTER C
SECTION VI

DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520-M

Overhaul and test procedures for the model seific differences noted by this Difference Data
covered in this section are the same as the Section.
procedures for the basic CTSIO 520 except for the

See Service Bulletin M77-20 Rev 1 Bendix

C-6-1
 GENERAL IN FORMATION - GTSIO-520-M

The engine is geared, turbocharged, six-cylinder,
fuel injected, horizontally opposed and develops
375 horsepower at 2275 propeller RPM. Installed
on each engine are two magnetos, twelve spark
plugs, ignition harness and wiring, primer dis-
trbution lines and fittings. engine-divnfe
pump, low pressure, multi-nozzle, continuous flow
fuel injection system, pressure type intake mani-
fold piping, integral oil pump and externally
mounted oil cooler, intake air intercooler, Starter
and various adapters, clamps and brackets for
mounting these items on the engine

DETAIL ENGINE SPECIFICATIONS

Model .................................. GTSIO-520-M

Rated Maximum Take-off Horsepower............................ 375

Rated Maximum Continuous Horsepower ........................ 375

Rated Speed - Crank RPM..............................3 350

Rated Speed -Prop RPM .............................. 223 3

Rated Manifold Pressure in Hg. *...........................40.0

Propeller Drive Ratio .............................. 0.667:1

Propeller Rotation (Looking Forward)........................Clockwise

Bore, Inches...................................5.25 "

Stroke, Inches..................................4.00"

Displacement, Cubic Inches...........................520 Cu. In.

Compression Ratio.................................7.5:1

Oil SAE Number Above 40' F......................... SAE No. 50

Below 4Q0 F................ 0W30 Multi-Viscosity or SAE No. 30

Oil Sump Capacity...............................13 Quarts

Fuel, Aviation Grade,Octane (Minimum XLow Lead Fuels are approved for use) ..... 100LL(Blue)
or 100 (Green)
Fuel System ........................... Continental Fuel Injection

Fuel Injector .......................... Continental Fuel Injection

Magneto Drive, Ratio To Crankshaft ......................... 1.5:1

Magneto (1) Drive Direction...........................Clockwise*

C-6-2
 DETAIL ENGINE SPECIFICATIONS (Continued)

Tachometer Drive, Ratio To Crankshaft ......................... 5:1

Rotation...........................Clockwise*

Starter Drive, Ratio To Crankshaft...........................32:1

Rotation..........................Counterclockwise*

Alternator Drive, Ratio To Crankshaft..........................3:1

Rotation ........................ Clockwise*

Vacuum Pump Drive (Deice)............................1.14:1

Rotation ....................... Counterclockwise*

Vacuum Pump Drive (Autopilot) .......................... 1.14:1

Rotation.......................Counterclockwise*

Propeller Governor Drive, Ratio To Crankshaft ..................... 809:1

Rotation........................Clockwise*

Firing Order..................................14-5-2-3-6

oil Pressure (PSI)

Normal ............................. (See Operating Limits)
Maximum..................................100 PSI
Idling (Minimum) ............................... 10 PSI

Oil Temperature ( 0 F)
Normal .................................... 1700
Maximum.......2400

Cylinder Head Temperature (0 F) 0

Maximum ................................... 460
Minimum (Takeoff) ............................... 2000

Standard Engine Dry Weight .......................... 550.5 Lbs.

" Manifold presure boss located on propeller end of spider.

* Direction of rotation facing drive pad.

June 1980 C-6-3

 OPERATING TEST LIMITS.

(a) Run-In Schedule .................... 2 Hrs. 25 Min.

Final Run-In Minor Parts Replacement ........... 2 Hrs. 25 Min.
Final Run-In Major Parts Replacement............ 2 Hrs. 25 Min.

(b) Maximum Rated RPM and Tolerance ............ 3350 -3400 RPM

(c Fuel Flow Limits .................... See Page C-6-14

(d) Fuel Pump Pressure Limits ................ See Page C-6-15

(e) Metered Fuel Pressure Limits ............... See Page C-6-16

(0) Oil Consumption @ Maximum Rated Power.......... 1.0 Lb./ 112 Hr. Maximum

(g) Oil Grade to be used................... SAE No. 50

(h) Propeller Transfer Leakage with 225 - 2400 F.

Oil at 200-220 psi (Move Crankshaft slowly during reading) 0.05 - 0.50 Lbs./Min.

(j) Fuel Grade to be used.................. 100LL(Blue) or 100(Green)

(k) Idling RPM and Tolerance ................ 700 ± 25 RPM

() Manifold Pressure @ Maximum Rated Power ......... 40.0

Manifold Pressure @ Idle................. 18.0

(in) Magneto Spread at 2400 RPM............... 50 RPM Maximum

(n) Crankcase Pressure * .................. 4.0" H 2 0 Maximum

(p) Oil Temperature .................... 2400 F. Maximum

Oil Temperature - Desired Range ............. 1500 Min. - 2000 F. Max.

(r) Oil Pressure at Maximum Rated Power

(Engine Oil Temperature 1750 - 1850 F.) ......... 40 - 60 psi (on 24-46 side)
Oil Pressure at Idle
(Engine Oil Temperature 1400 - 1500 F.).......... 30 psi Minimum

(s) Timing of Engine and Tolerance........... Left: 240 BTC ± 10

Right: 24 BTC ± 10

(t T/C Air Inlet Air Filter Pressure Drop............ 6.0" H 2 0 Maximum

(u) T/C Air Outlet Pressure ................. 43.0" Hg. Maximum

(v) T/C Exhaust Outlet Pressure ............... 1.0" Hg. Maximum Ref.

(w Cylinder Head Temperature................ 460 F. Maximum

(At Bayonet Thermocouple)

(x Normal Rated Power .................. 375 BHP at 3350 RPM

C-6-4 June 1980

 OPERATING TEST LIMITS (Continued)

(y) Power Correction for Intake Air Temperature: ... .. 1....

% per 60 F.
Correct H.P. for T/C Inlet Air Temperature as follows:
(1) Add 1% for each 6 F. hotter than 60 F.
(2) Subtract 1% for each 6 F. colder than 60 F.
A sudden increase in crankcase pressure, during which the liquid in the manometer fluctuates rapidly, is usually an indication of
rings beginning to stick. However, before removing cylinders, investigate the breather and manometer.

NOTE. ... Turbocharger inlet air may be regulated to provide engine operation within Test Limits.

SPECIAL TEST ITEMS REQUIRED OR lines (oil pump to filler) Aeroquip No. AE7010201
EQUIVALENT. J 0310, (filter to oil cooler) No. AE 7010201 J
Exhaust and wastegate system to conform to TCM 0310, Oil Filter and adapter AC 6435853 Type
Drawing No. 641774, (GTSIO-520-M). External oil OF103A.

TOP OR MINOR AND MAJOR OVERHAUL TEST RUN

GTSIO-5 20-M
T/C Outlet PR. "Hg
Period Time - Minutes RPM (Reference)
1 5 1200
2 10 1500
3 10 2100
4 10 2600
5 10 2800
6 10 3000
7 10 3200
8 5 *3350 100% Power 40.0 - 41.0
9 5 3040 75% Power (282 BHP) 32.0 - 33.0
10 5 2600
11 10 700 ± 25 Idle Cooling Period
NOTE. oil pressure must be supplied to
.Engine NOTE ... Stop engine, drain oil, weigh in oil for
propeller transfer tube during all testing. oil consumption determination and replace in
engine.

START OIL CONSUMPTION DETERMINATION

GTSIO-520-M

T/C Outlet PR. "Hg

Period Time - Minutes RPM (Reference)
12 10 Warm -Up
13
30 3 350 100% Power
14 5 t 2400 Check magnetos
15 10 700 + 25 Idle Cooling Period
NOTE .. . Stop engine, drain oil, weigh and record excess of 1.00 lbs./1/2 hr. is determined, rerun one
engine oil consumption. Oil consumption at a rate hour. If oil consumption is still excessive, return
of 1.00/1/2 hr. maximum is acceptable. If value in engine to overhaul.
Magneto drop to be taken after completion of oil consumption run. Engine must be throttled to specified RPM and temperature
allowed to settle out before taking magneto drop.
* See fuel charts for actual RPM.
** Readings muse be recorded after completion of each 15 minute interval during oil consumption run.

C-6-5
INDUCTION SYSTEM (See Figure C-6-1)
a. Remove clamps (1) and sleeves (2) and
separate throttles and control unit (3) and duct (4)
from intercooler (1 1).
b. Remove nuts (7, 10), washers (6, 9) and lift
off intercooler (1 1). Remove seal (12). Bracket (8)
is retained by oil cooler to crankcase attaching
bolt.
c. Remove attaching parts (19, 20, 21) and
lift off intake tubes (23, 24) and intake manifold
assembly (14) as a unit. Loosen clamps (17) and
hoses (18) and separate components. Remove
flanges (22) from pipes. Remove and discard
gaskets (25).
d. Remove air manifold tubes (26, 27, 29)
tube (31) and junction box (33). Remove
compression seals (28, 30, 32).
e. Detach fuel discharge tube from nozzle and
remove sleeve and seal assembly (34, 35) plain
washer (36) and rubber washer (37).
CLEANING, REPAIR AND REPLACEMENT
Procedures described in the basic engine section
will apply.
REASSEMBLY
a. Install flanges (22) on intake tubes (23, 24)
and loosely assemble intake tubes to spider
manifold (14) cylind er no. 5 intake tube is slightly
different than the other five tubes. Place a new
gasket (25) in cylinder intake flanges and locate
manifold and tubes assembly. Secure with
attaching parts (19, 20, 21). Adjust hoses and
tighten clamps (17).
b. Install bracket (8) on 1-3-5 side of crank-
case. Secure with oil cooler attaching bolt. Install
stud (5) in intake manifold (14) to an extended
height of 4.54 inches above the manifold seal
flange. Lubricate seal (12) and install adapter (11)
secure to intake manifold with nuts (7) and
washers (6). Secure to bracket (8) with nut and
washer (10, 9).
c. Install new seal (35) on sleeves (34) and
place on nozzle. Attach sleeves to air manifold
C-6-6
tubes (26). Install rubber washer (37) and plain
washer (36) and secure fuel discharge tube. Install
new seals (28, 30, 32) on tubes (27, 29, 31) and
secure to junction box (3 3) and air manifold tubes
(26). Attach tube (31) to fuel pump.
FUEL INJECTION SYSTEM (See Figure C-6-2)
a. Disconnect six fuel discharge tubes (1)
from manifold valve (5) and nozzles (3). Compress
spring legs of clamps (2) and remove. Remove
nozzles (3) and washers (4). Store in clean con-
tainer.
NOTE. ... Further disassembly of nozzle should
not bemade unless flow test equipment is avail-
able.
b. Remove cotter pins (6) washers (7) and
wave washers (8) and separate link rod assemblies
(9 thru 13) and (14 thru 18).
c. Bend up ears of tab washers (20) and
remove screws (19) and tab washers. Separate
control assembly (21) from throttle body.
d. Remove attaching parts (22, 23) and
separate controller assembly (24) and gasket (25)
from air throttle body.
e. Remove fuel pump attaching parts (30,3 1,
32) and pull fuel pump (33) from crankcase.
Remove coupling (34), fuel pump drive gear
assemb ly (3 5,3 6) and gasket (3 7).
CLEANING, INSPECTION AND REPAIR
Procedures listed in the basic engine section will
apply.
REASSEMBLY
CA UTION... Use only a fuel soluble thread
lubricant on any fuel injection system fitting or
connection.
a. Install new gasket (25) and controller (24)
on throttle body (29) and secure with attaching
parts (22, 23).
b. Secure control assembly (21) to throttle
body with new tab washers (20) and screws (21).
Bend up ears of tab washers.
C. Install link rod assemblies (9 thru 13) and
(1 4 thru 18) in order shown and secure with wave
washers (8), plain washers (7) and cotter-pins (6).
Final adjustment of linkage will be established at
final assembly.
d. Lubricate fuel pump drive gear (3 5) and
install in fuel pump cavity. Coat both sides of
gasket (37) and install on crankcase studs.
Lubricate coupling (34) and install in fuel pump
drive gear. Mesh fuel pump (3 3) with coupling and
mount on crankcase studs. Secure with two sets of
attaching parts (30,31,32).
e. Install copper washer (4) on base threads of
nozzle (3) and install nozzle in cylinder. Slide
sleeve over nozzle and install rubber washer and
plain washer (37, 36 Figure C-5-1) and seat on
sleeve. Connect fuel discharge tubes (1) to nozzles
and fuel manifold value (5). Install a clamp (2) on
each tube and insert spring legs of clamp in bracket
(38).
C-6-7
 FIGURE C-6-1. INDUCTION SYSTEM
1. Clamp 16. Plug 31. Tube Assy
2. Sleeve 17. Clamp 3 2. Seal
3. Throttle Assyi 18. Hose 3 3. Junction Assy
4. Duct 19. Nut 34. Sleeve Assy
5. Bolt 20. Lockwasher 3 5. Seal
6. Washer 21. Washer 3 6. Washer
7. Screw 22. Flange 37. Washer Rubber
8. Washer 23. Tube 38. Screw
9- Sleeve 24. Tube, Cyl.#5 3 9. Nut
10. Spacer 25. Gasket 40. Clamp
11. Adapter 26. Air Manifold Tube 41. Turbocharger
12. Seal 27. Air Manifold Tube 42. Gasket
13. Bracket 28. Seal 43. Adapter
14. Manifold 29. Air Manifold Tube 44. Gasket
15. Insert 30. Seal

C-6-8
 25

29

.- I W- 8-- ", 6
18-&
I 38
- 17

/14

- v.-~6
4.'

34

FIGURE C-6-2. FUEL INJECTION SYSTEM

1. Fuel Discharge Tube 14. Nut, Elastic Stop 27. Lever

2. Clamp 15. Washer 28. Pin
3. Nozzle 16. Rod End 29. Air Throttle Body
4. Washer 17. Spring 30. Nut
5. Fuel Manifold Valve 18. Rod and Link Assy 31. Lock Washer
6. Cotter Pin 19. Screw 32. Fuel Pump
7. Washer 20. Tab Washer 34. Coupling
8. Wave Washer 21. Control Assy 3 5. Drive Gear
9. Nut, Elastic Stop 22. Screw 36. Plug
10. Rod End 23. 1Lock Washer 37. Gasket
I1. Nut, Spring Adjustment 24. Controller Assy 38. Bracket
12. Spring 25. Gasket
13. Rod and Link Assy 26. Bushing

C-6-9
 nO A

18001

2700

E
1800

FIGURE C-6-3. MANIFOLD VALVE FITTING LOCATIONS

A I I C I D I E

GTSIO-520-M 0
900. ElIbow (3400) 9 ' El bow 120')1NIPPLE. UNION 450 7Elbow 90' Elbow (1 100)

C-6-10
 B

IC

LI
1800,

FIGURE C-64. CONTROL VALVE FITTING LOCATIONS

A B C D E
Mixture Fuel Inlet
Return and Fuel
To Pump Premure Conn. Outlet

GTSIO-520.M PLUG TEE (1800) 900Elbow 900 Elbow (80) 450 Elbow
f 1900) (31 0)

C-6-11
 F

rTTIN G

go,,

T1800
FITTING ORIENTATION

FIGURE C-6-5. FUEL PUMP FITTING LOCATIONS

A- 900 Elbow (2980)

B. 900 Elbow (2840)
C. Adapter
Tee (00)
D. 900 Elbow (900)
E. 900 Elbow (900)
F. 900 Elbow (00)

C-6-12
 2

FIGURE C-6-6.
CRANKCASE STUD SETTING HEIGHTS

Setting
Location Thread Sizes Heights Model "M"
1. Fuel Pump Pad 5/16-18 x 5/16-24 3/4 2
2. Oil Cooler Mount Pad 5/16 18 x 5/16-24 6-1/4 1

June1980 C-6-13
 FUEL FLOW LIMITS FOR GTSIO-520-M MODEL ENGINE
7 CHART INSTRUCTIONS
1.Obtain actual maximum rated RPM.
2. Determine required RPM for 100% and 75% power by reading directly above
the actual maximum rated RPM point.
3. Determine fuel flow limits for 100% and 75% power by reading directly above
the actual maximum rated RPM point.
* EXAMPLE: GTSIO-520-M
1 00% Power RPM 3350 ±+10, Flow Limits 255 - 265 Lbs./hr.
75% Power RPM 3040 +1 0, Flow Limits 176 - 186 lbs./hr.

(a) This chart is based on 701F injector fuel temperature. For every 10OF increase
in injector inlet fuel temperature, subtract 1 lb. of fuel from the curve value. For

every 10OCF decrease in injector inlet fuel temperature, add 1 lb. of fuel to the
curve value.

U)
I-95

0'1

Lu-J

in 3040 3065 3090

N ~~ENGINE RPM FOR 75% POWER

Un

26-

U)
-o

- ENGINE RPM FOR 100% MAX. RATED POWER___ __

C-6-14 June 1980

 100% POWER FUEL PUMP PRESSURE LIMITS FOR GTSIO 520 -M ENGINES

NOTE:- This data tobe used when checking pressure at fuel pump outlets with gage
ventedtoatmospheric pressure.

CHART INSTRUCTIONS:
1. Obtain actual maximum rated RPM.
2. Determine fuel pressure limits for 100% maximum power by reading directly
above actual maximum rated RPM point.

EXAM PLE:
I100% Power Fuel Pump Pressure Limits at 3350 ± 10RPM, 29.5 -35.0 PSI.

NOTE: Idle (700±+25 RPM) Pump Pressure, 6.00 - 6.50 PSI

June1980 C-6-15
 METERED FUEL PRESSURE
Vs
FUEL FLOW

NOTE: This data is approximate, with fuel pressr gage a

the same elevation as the manifold gage and without___ -

influence of differential head in gage line.

NOTE. Tolerance on metered fuel pressure, -I0.30 PSI.

Check at 17. 12,

18 _ 8 PSI and Idle'.

a . 16_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _

LU ~~~NOTE: Specific weight of gasoline 5.87 lb./U.S. gal.

U)

12

LU
__ _ u- _ _

1 1~~~~
____
_ _ __
__ ____ ___ _ _ ___ FUEL FLOW -LBS./HR.

C-6-16 16 1980
C-6-
June
 CHAPTER C
SECTION VII

DIFFERENCE DATA SECTION FOR THE MODEL GTSIO-520-N

Overhaul and test procedures for the model covered basic GTSIO-520 except for the specific differences
in this section are the same as the procedures for the noted by this Difference Data Section.

® SEE SERVICE BULLETIN M77-20 REV 1 BENDIX

OCTOBER 1980 C-7-1

 GENERAL INFORMATION
The GTSIO 520 N is a six cylinder, horizontally
opposed, geared, turbosupercha rged, fuel injected
engine which develops 375 horsepower at 2233
propeller RPM.
The engine comes equipped with two magnetos and
ignition harness, twelve spark plugs, a 24V - 100A
Teledyne Crittenden alternator, and a 24V starter.
A seventh nozzle fuel primer system is used to aid
starting. The primer nozzle is located in the intake
manifold and uses the aircraft auxiliary fuel pumpas a
fuel pressure source. The primer is activated by an
electric solenoid.
Charge air cooling is accomplished by an air to air heat
exchanger located between the throttle body and
intake spider manifold.
The fuel injection system is a low pressure, multi-
nozzle, continuous flow type.
DETAIL ENGINE SPECIFICATIONS
Rated Maximum Take-off Horsepower ..............................
Rated Maximum Continuous Horsepower.............................375
Rated Speed - Crank RPM....................................3350
Rated Speed - Prop RPM.....................................2233
Rated Manifold Pressure in Hg.* .................................
Propeller Drive Ratio .....................................
Propeller Rotation (Looking Forward) ............................
Bore. Inches ..........................................
Stroke,Inches .........................................
Displacement, Cubic Inches ................................
Manifold Pressure boss located on propeller end of spider.
C-7-2 OCTOBER 1980
- GTSIO-520-N
The engine driven pump is a dual stage, positive
displacement, rotating vane type which incorporates
an interstage pressure regulator referenced to
compressor discharge absolute pressure.
Fuel metering is accomplished by engine speed (pump
output) and throttle position. The fuel control unit is
mounted on the throttle body. The metering valve
portion is linked to the air throttle and controls the
fuel/air ratio. The fuel control unit incorporates a low
pressure relief valve to control idle fuel flow and a
variable orifice controlled by an aneroid, referenced
to compressor discharge absolute pressure, to
increase fuel flow in proportion to the turbocharging
effort.
The fuel control unit also contains a mixture control
valve to allow manual leaning.
The fuel manifold valve incorporates an engine oil
heated feature.
375
39-0
0.667:1
Clockwise
5.25"
4.00"
520 Cu. In.
 DETAIL ENGINE SPECIFICATIONS (Continued)

Compression Ratio ....................................... 7.5:1

Oil SAE Number - 15W-50, 20W-50 For AllTempsIf Sea Level Ambient Temp. Is:
Above 40, F............................... SAE No. 50
Below 40 F................... 10W30 Multi-Viscosity or SAE No. 30

Oil Sump Capacity ..................................... 13 Quarts

Fuel, Aviation Grade, Octane (Minimum) (Low Lead Fuels are approved for use) ....... 100LL(Blue)
or 100 (Green)

Fuel System ................................ Continental Fuel Injection

Fuel Injector ................................ Continental Fuel Injection

Magneto Drive, Ratio to Crankshaft ............................... 1.5:1

Magneto (1) Drive Direction................................Clockwise'

Tachometer Drive, Ratio To Crankshaft...............................5:1

Rotation ................................ Clockwise'

Starter Drive, Ratio To Crankshaft.................................32:1

Rotation...............................Counterclockwise*

Alternator Drive, Ratio To Crankshaft ............................... 3:1

Rotation.................................Clockwise*

Accessory Drives (2 Ea.).....................................1.14:1

Rotation..............................Counterclockwise*

Propeller Governor Drive, Ratio To Crankshaft .......................... 809:1

Rotation.............................Clockwise'

Firing Order........................................1-4-5-2-3-6

Oil Pressure (PSI)

Normal ........................................ 30 - 60 PSI
Maximum .100...................................... PSI
Idling (Minimum) .................... PSI
0.................l

Oil Temperature (F)

Normal ........................................... 1700
Maximum .......................................... 2400

Direction of rotation facing engine drive pad.

OCTOBER 1980 C-7-3

Cylinder Head Temperature (F)... ............ 40
Maximum.460..........................

Minimum (Takeoff) ........... 00..........................

Standard Engine Dry Weight ............................... 556.75 Lbs.

OPERATING TEST LIMITS.

(a) Run-In Schedule........................ 2 Hrs. 25 Min.

(b) Maximum Rated RPM ..................... 3350

(c) Fuel Flow Limits........................ See Graph C-7-1

(d) Fuel Pump Pressure Limits................... See Graph C-7-2

(e) Metered Fuel Pressure Limits .................. See Graph C-7-3

(f) Oil Consumption, LBSIBHP/HR MAX .............. .006 x % Power

100
(g) Oil Grade to be used ...................... SAE No. 50

(h) Propeller Transfer Leakage with 225 - 2400 F.

Oil at 200-220 psi (Move Crankshaft slowly during reading) 0.05 - 0.50 Lbs./ Min.

(j) Fuel Grade to be used ..................... 00LL(Blue) or 100(Green)

(k Idling RPM and Tolerance ................... 700 ± 25 RPM

l Manifold Pressure@ Maximum Rated Power........... 39.0

@Idle.................... 18.0

(m) Magneto Check at 2100 RPM .............. ... 50 RPM Maximum Spread
1.50 RPM Maximum Drop

(n) Crankcase Pressure *.. . .... . .. . .... .. .. .. 4.0" HzO Maximum

A sudden increase in crankcase pressure, during which the liquid in the manometer fluctuates rapidly, is usually an indication of rings
beginning to stick. However, before removing cylinders, investigate the breather and manometer.

C-7-4 OCTOBER 1980

 OPERATING TEST LIMITS (Continued)

(p) Oil Temperature........................ 240 F. Maximum

Oil Temperature - Desired Range ............... 150 Min. - 2000 F. Max.

Cr Oil Pressure at Maximum Rated Power

(Engine Oil Temperature 1750 - 1850 F.)............40-60 psi (on 2-4-6 side)
Oil Pressure at Idle
(Engine Oil Temperature 1400 - 1500 F.)............30 psi Minimum

(s) Timing of Engine and Tolerance.................Left: 24' BTC ± 10

Right: 24 BTC ± 1

(t TIC Air Inlet Air Filter Pressure Drop.............. 6.0" H2 Maximum

(u) TIC Air Outlet Pressure.....................43.0" Hg. Maximum

(v) TIC Exhaust Outlet Pressure .................. 2.0" Hg. Above Ambient - Max.

(w) Cylinder Head Temperature...................4600 F. Maximum

(At Bayonet Thermocouple)

(x) Normal Rated Power ...................... 375 BHP at 3350 RPM

(y) Power Correction for Intake Air Temperature .... ........ 1% per 60 F.
Correct H.P. for T/C Inlet Air Temperature as follows:
(1) Add 1% for each 6 F. hotter than 60 F.
(2) Subtract 1% for each 6 F. colder than 600 F.

NOTE . .. Turbocharger inlet air may be regulated to provide engine operation within Test Limits.

SPECIAL TEST ITEMS REQUIRED OR EQUI, lines (oil pump to filler) Aeroquip No. AE7010201 J03 10,
VALENT. (filter to oil cooler) No. AE70 10201 J03 10, Oil Filter and
Use engine exhaust system and wastegate. External oil adapter AC 6435853 Type OF103A.

OCTOBER 1980 C-7-5

 MAJOR OVERHAUL TEST RUN
GTSIO-520-N

PERIOD TIME - MINUTES RPM (Reference)

1 5 1200
2 10 1500
3 10 2100
4 10 2600
5 10 2800
6 10 3000
7 10 *3200
8 5 *3350 100% POWER 41.5 -42.5
9 5 3040 75% POWER (282 BHP) 35.0 - 36.0
10 5 2600
11 10 700±25 IDLE COOLING PERIOD
NOTE ... ENGINE OIL PRESSURE MUST BE SUP- NOTE. ... STOP ENGINE, DRAIN OIL, WEIGH IN OIL
PLIED TO PROPELLER TRANSFER TUBE DURING FOR OIL CONSUMPTION DETERMINATION AND
ALL TESTING. REPLACE IN ENGINE.

START OIL CONSUMPTION DETERMINATION

GTSIO-520-N

PE RIOD T/C OUTLET PR. "HG-

TIME - MINUTES RPM (Reference)
12 10 WARM-UP
13 30 3350 100% POWER
14 5 t2400 CHECK MAGNETOS
15 10 700 ± 25 IDLE COOLING PERIOD

NOTE . .. STOP ENGINE, DRAIN OIL, WEIGH AND LBS./l/2 HR. IS DETERMINED, RERUN 1 HOUR. IF
RECORD ENGINE OIL CONSUMPTION. OIL CON- OIL CONSUMPTION IS STILL EXCESSIVE, RETURN
SUMPTION AT A RATE OF 1.00/1/2 HR. MAXIMUM ENGINE TO OVERHAUL.
IS ACCEPTABLE. IF VALUE IN EXCESS OF 1.00

t MAGNETO DROP TO BE TAKEN AFTER COMPLETION OF OIL CONSUMPTION RUN. ENGINE MUST BE
THROTTLED TO SPECIFIED RPM AND TEMPERATURE ALLOWED TO SETTLE OUT BEFORE TAKING
MAGNETO DROP.

* SEE FUEL CHARTS FOR ACTUAL RPM.

**READINGS MUST BE RECORDED AFTER COMPLETION OF EACH 15 MINUTE INTERVAL DURING OIL
CONSUMPTION RUN.

C-7-6 OCTOBER 1980

INDUCTION SYSTEM (See Figure C-7-1)
a. Remove clamps (1) and sleeves (2) and separate
throttles and control unit (3) and duct (4) from
intercooler (11).
b. Remove bolt (5) and washer (6). Remove screw
(7), washer (8) sleeve (9) and insulator (10) and lift off
intercooler (11). Remove seal (12). Bracket (13) is
retained by accessory drive adapter attaching parts.
c. Remove attaching parts (19, 20, 21) and lift off
intake tubes (23, 24) and intake manifold assembly
(14) as a unit. Loosen clamps (17) and hoses (18) and
separate components. Remove flanges (22) from
pipes. Remove and discard gaskets (25).
d. Remove air manifold tubes (26, 27, 29) tube
(31) and junction box (33). Remove compression seals
(28, 30, 32).
e. Detach fuel discharge tube from nozzle and
remove sleeve and seal assembly (34, 35) plain washer
(36) and rubber washer (37).
CLEANING, REPAIR AND REPLACEMENT
Procedures described in the basic engine section will
apply.
REASSEMBLY
a. Install flanges (22) on intake tubes (23, 24) and
loosely assemble intake tubes to spider manifold (14)
cylinder no. 5 intake tube is slightly different than the
other five tubes. Place a new gasket (25) in cylinder
intake flanges and locate manifold and tubes
assembly. Secure with attaching parts (19, 20, 21).
Adjust hoses and tighten clamps (17).
b. Install bracket (13) on two upper inside
magneto adapter studs. Lubricate seal (12) and install
intercooler (11). Secure to intake manifold with screw
(5) and washer (6). Secure to bracket with insulator
(10), sleeve (9) washer (8) and screw (7).
c. Install new seal (35) on sleeves (34) and place on
nozzle. Attach sleeves to air manifold tubes (26).
Install rubber washer (37) and plain washer (36) and
secure fuel discharge tube. Install new seals (28, 30,
32) on tubes (27, 29, 31) and secure to junction box
(33) and air manifold tubes (26). Attach tube (31) to
fuel pump.
FUEL INJECTION SYSTEM (See Figure C-7-2)
a. Disconnect six fuel discharge tubes (1) from
manifold valve (5) and nozzles (3). Compress spring
legs of clamps (2) and remove. Remove nozzles (3) and
washer (4). Store in clean container.
NOTE . .. Further disassembly of nozzle should not
be made unless flow test equipment is available.
b. Remove cotter pins (6) and washers (7) and
wave washers (8) and separate link rod assemblies (9
thru 13) and (14 thru 18).
c. Bend up ears of tab washers (20) and remove
screws (19) and tab washers. Separate control
assembly (21) from throttle body.
d. Remove attaching parts (22, 23) and separate
controller assembly (24) and gasket (25) from air
throttle body.
e. Remove fuel pump attaching parts (30,31, 32)
and pull fuel pump (33) from crankcase. Remove
fuel pump drive gear assembly (34, 35) and gasket
(36).
CLEANING, INSPECTION AND REPAIR
Procedures listed in the basic engine section will
apply.
REASSEMBLY
CAUTION . .. Use only a fuel soluble thread lubricant on any
fuel injection system fitting or connection.
a. Install new gasket (25) and controller (24) on
throttle body (29) and secure with attaching parts (22,
23).
b. Secure control assembly (21) to throttle body
with new tab washers (20) and screws (21). Bend up
ears of tab washers.
OCTOBER 1980 C-7-7
 c. Install link rod assemblies (9 thru 13) and (14
thru 18) in order shown and secure with wave
washers (8), plain washers (7) and cotter pins (6). Final
adjustment of linkage will be established at final
assembly.
d. Lubricate fuel pump drive gear (35) and install
in fuel pump cavity. Coat both sides of gasket (37) and
install on crankcase studs. Mount fuel pump (33) on
crankcase studs. Secure with two sets of attaching
parts (30, 31, 32).
e. Install copper washer (4) on base threads of
nozzle (3) and install nozzle in cylinder. Slide sleeve
over nozzle and install rubber washer and plain
washer (37, 36, Figure C-7-1) and seat on sleeve.
Connect fuel discharge tubes (1) to nozzles and fuel
manifold valve (5). Install a clamp (2) on each tube and
insert spring legs of clamp in bracket (38).

1. CLAMP 16. PLUG 31. TUBE ASSY

2. SLEEVE 17. CLAMP 32. SEAL
3 THROTTLE ASSY 18. HOSE 33. JUNCTION ASSY
4. DUCT 19. NUT 34. SLEEVE ASSY
5. BOLT 20. LOCKWASHER 35. SEAL
6. WASHER 21. WASHER 36. WASHER
7. SCREW 22. FLANGE 37. WASHER RUBBER
8. WASHER 23. TUBE 38. SC REW
9. SLEEVE 24. TUBE. CLY.=5 39. NUT
10. SPACER 25. GASKET 40. CLAMP
11. INTERCOOLER 26. AIR MANIFOLD TUBE 41. TURBOCHARGER
12. SEAL 27. AIR MANIFOLD TUBE 42. GASKET
13. BRACKET 28. SEAL 43. ADAPTER
14. MANIFOLD 29. AIR MANIFOLD TUBE 44. GASKET
15. INSERT 30. SEAL

C-7-8 OCTOBER 1980

 1

39--- a

32

FIGURE C-7-1. INDUCTION SYSTEM

OCTOBER 1980 C-7-9

 7

9
1

16
,15

u
"- 20

11
2

FIGURE C-7-2. FUEL INJECTION SYSTEM

1. FUEL DISCHARGE TUBE 14. NUT, ELASTIC STOP 27. LEVER

2. CLAMP 15. WASHER 28. PIN
3. NOZZLE 16. ROD END 29. AIR THROTTLE BODY
4. WASHER 17. SPRING 30. NUT
5. FUEL MANIFOLD VALVE 18. ROD AND LINK ASSY 31. LOCK WASHER
6. COTTER PIN 19. SCREW 32. WASHER
7. WASHER 20. TAB WASHER 33. FUEL PUMP
8.WAVE WASHER 21. CONTROL ASSY 34. DELETED
9. NUT, ELASTIC STOP 22. SCREW 35. DRIVE GEAR
10. ROD END 23. LOCK WASHER 36. PLUG
11. N UT, SP RI NG ADJUSTM ENT 24. CONTROLLER ASSY 37. GASKET
12. SPRING 25. GASKET 38. BRACKET
13. ROD AND LINK ASSY 26. BUSHING

C-7-10 OCTOBER 1980

 "B" FITTING -
2700 METERED 00 "A" FITTING - 900
EL
ET

1800

P
"E" FITTING
"F" FITTING- OIL
"G" FITTING-OIL

00

2700 - 90w
2700--(( -900

180 lo"C"
BR
VIEW J-J 18(0 VIEW H-H
ROTATED 1550 CCW ROTATED 250 CW

FIGURE C-7-3. MANIFOLD VALVE FITTING LOCATIONS

"A" FITTING "B" FITTING "C" BRACKET "D" FUEL "P"DRAIN

PART & & (HORIZ.) MANIFOLD PORT
NO. ORIENT ORIENT ASSY ORIENT
MS20822-1200~ 631720~o 642095 640718-1 1800

"E" FITTING "F" FITTING "G" FITTING

PART & & &
NO. ORIENT ORIENT ORIENT

MS208 22- AN702I~X ____

OCTOBER 1980 C-7-11

 I --- ~----1
"B" FITTING
TURBO DISCHARGE
PRESSURE REF

"C" FITTING "0" FITTING

FUEL OUTLET RETURN TO TANK

90 00 1800 00

90 0
g0o
ELBOW FITTING
VIEW A-A TEE FITTING ORIENTATION
ORIENTATION

FIGURE C-7-4. FUEL CONTROL FITTING LOCATIONS

C-7-12 OCTOBER 1980

 TING-
.D. PRESSURE

"A',

PUMP-F UEL

FIGURE C-7-5. FUEL PUMP FITTING LOCATIONS

FITTING FITTING
PART "A" & "B" &
NO. ORIENT ORIENT

643715-1 I 6846 0 I1[3o ,

OCTOBER 1980 C-7-13
 2

FIGURE C-7-6. CRANKCASE STUD SETTING HEIGHTS

LOCATION THREAD SIZES HETINGHT MODEL "N"

1. FUIEL PUMP MOUNT PADS 5/16-18 X 5/16-24 .25 2

2. OILPUMPMOUNTPADS 5/1 & 18X 5/16-24 6-1/4 1

C-7-14 OCTOBER 1980

 ....
lII II
I I
I II I II I I I I I
I 1I I 1 I 1 1I I I I l iTI T ....
FUEL FLOW LIMITS FOR GTSIO-520-N MODEL ENGINE

CHART INSTRUCTIONS
1. OBTAIN ACTUAL MAXIMUM RATED RPM.
2. DETERMINE REQUIRED RPM FOR 100% AND 75% POWER BY READING
DIRECTLY ABOVE THE ACTUAL MAXIMUM RATED PRM POINT.
3. DETERMINE FUEL FLOW LIMITS FOR 100% AND 75% POWER BY
READING DIRECTLY ABOVE THE ACTUAL MAXIMUM RATED RPM POINT.

EXAMPLE:
100% POWER RPM 3350 + 10, FLOW LIMITS 255 - 265 LBS./HR.
4 75% POWER RPM 3040 + 10, FLOW LIMITS 157 - 167 LBS./HR.
Z
zzl-
(a) THIS CHART IS BASED ON 70F INJECTOR FUEL TEMPERATURE. FOR
EVERY 10 0F INCREASE IN INJECTOR INLET FUEL TEMPERATURE,
SUBTRACT 1 LB. OF FUEL FROM THE CURVE VALUE. FOR EVERY 10 0F
i
DECREASE IN INJECTOR INLET FUEL TEMPERATURE, ADD 1 LB. OF
&7 FUEL TO THE CURVE VALUE.

- mo;,- I I
I-
-175 -
-J7
I-IGI- LIMITS
-165 -

1L n LOW LIMITS
-155 -
3040 13065 3c30
4 1~ 1
ENGINE RPM FOR 75% POWER
I- c

L- -IL

4I
I01
LO
:1

-265 - _ _

1t-

5-
33501 13375~ j 3400
ENGINE RPM FOR 100% MAX. RATED POWER
-7
I I GRAPH C-7-1 I I
at Eim TTHTM 7HTF I MTm 77H
---I... ..... . .. I...... ....
OCTOBER 1980 C-7-15
 100% POWER FUEL PUMP PRESSURE LIMITS FOR GTSIO-520-N MODEL ENGINE

NOTE: THIS DATA TO BEUSED WHEN CHECKING PRESSURE AT FUEL PUMP

OUTLETS WITH GAGE VENTED TO ATMOSPHERIC PRESSURE.

CHART INSTRUCTIONS
1. OBTAIN ACTUAL MAXIMUM RATED RPM.
2. DETERMINE FUEL PRESSURE LIMITS FOR 100% MAXIMUM POWER BY
READING DIRECTLY ABOVE ACTUAL MAXIMUM RATED RPM POINT.

EXAMPLE: 100% POWER FUEL PUMP PRESSURE LIMITS AT 3350 +10 RPM,
33.0 - 37.0 PSI.

NOTE: IDLE (700 ±25 RPM) PUMP PRESSURE, 6.00 - 7.00 PSI.

D-37- __

0.. 36-

_-I 35 - _ _ _ _

u-
cr- 34-

0
33-_ _

ENGINE RPM FOR 100% MAX. RATED POWER

I I ~~~~~GRAPH C-7-2

C-7 16 OCTOBER 1980

 ... 1A 11--.11- .1-1. 11.1 Jh H1i
ill IIII I III ; I-i i i ......
l l II -.. . . I .1 -11 -111 ..1 ..... I I . I -1-
I I I I - . 1 II .1 M ll If1 1 illi I L
IIIIIIIE I...
IHin'l
I1:1j1 L[Hilil WU
GTSIO-520-N I
MPTrFRFf FtJFL PRFEq[tRFE T
I ~~~vs.
I ~~FUEL FLOW
NOTE: THIS DATA IS APPROXIMATE, WITH FE z

PRESSURE GAGE AT THE SAME ELEVATION

AS THE MANIFOLD GAGE AND WITHOUT
INFLUENCE OF DIFFERENTIAL HEAD IN
GAGE LINE.
CHECK AT 17, 12,-
NOTE: TOLERANCE ON METERED FUEL 8 PSI AND IDLE.
-18- PRESSURE, ± 0.30 PSI.
v

/
7-
z_-
Lu16-
m_
NOTE: SPECIFIC WEIGHT OF GASOLINE = 5.87 LB./U.S. GAL.
7z
w 7z

ET a-
-J12- ZZ
9--
z-_
- LL
7
n -'- -Z
E
z_-
11-- R
wu
4-

4
Th- 6mor.-.-
20 6J 1i iO 14U 180 2 260
FU EL FLOW - LBS./H R. I !I
I I I
GRAPHC-7-3
E±= TTT

OCTOBER 1980 C-77

C-7-17
FUEL INJECTION ADJUSTMENT PROCEDURES
NOTE . Propeller and manifold pressure
adjustments must be accomplished before fuel flow
adjustments. All RPM's given are propeller RPM.
a. Install an appropriate pressure gauge in the fuel
line between the fuel pump outlet and the fuel control
inlet to monitor pump outlet pressures. This gauge
should be vented to atmosphere.
b. Start and warm up engine to approximately
250F cylinder head temperature.
C. Using throttle lever, set engine idle speed to
approximately 450 RPM. Verify that the mixture
control is set at full rich.
d. Set pump outlet pressure at idle RPM to 6-7
PSIG using the relief valve adjustment screw on the
throttle body fuel control unit. Turn the screw CWto
increase pressure, CCW to decrease pressure.
e. Maintaining the idle RPM and idle pump outlet
pressue specified above (reset as required), adjust the
idle mixture linkage on the fuel control unit to obtain
the fuel-air ratio which will result in a25-50 RPM rise
when the engine is leaned towards idle cut-off. Turn
the adjustment nut CW to lean the mixture and CCW
to enrichen.
NOTE . .. The cylinder head temperature must be at
200-250F each time the RPM rise is checked,
otherwise the results may be inconsistent.
f. With mixture control full rich, advance throttle
to full (rated) power setting to check pump outlet
pressure and fuel flow.
With approximately 2233 RPM, full throttle, and 39.0
in. Hg. manifold pressure, set fuel flow at 255 to 265
C-7-18 OCTOBER 1980
lbs./hr. if maximum RPM cannot be achieved
statically, set fuel flow to 255 to 260 lbs./hr. at
maximum static RPM. Monitor fuel flow during roll
out when maximum RPM of 2233 is attained. If fuel
flow is not within the 255-265 lbs./hr. limits, re-
adjust as required. The full power fuel flow setting is
made by using the variable orifice adjusting screw
located on the throttle body fuel control unit aneroid
housing. Turn the screw CW to decrease fuel flow
and CCW to increase.
NOTE . . . The jamb nut must be loosened before
turning the screw and re-tightened carefully after
each adjustment.
g. After completion of Item F re-check Items C, D,
and E. Re-adjust as required.
h. If difficulty is encountered in setting proper
fuel flows or if an abnormal decrease in fuel flow with
increasing altitude is experienced perform the
following additional checks:
Install an appropriate pressure gauge to the fuel
pump interstage port to check interstage pres-
sure. Perform steps B and C. Set interstage pres-
sure to 5± .25 PSIG by adjusting the regulator
screw located on the end of the fuel pump. Turn
screw CW to increase CCW to decrease pres-
sure. Be sure to tighten jamb nut and re-safety.
Repeat steps A through G.
i. When the fuel system is accurately adjusted, set
engine idle speed to approximately 450 RPM with the
throttle stop adjusting screw, CW to increase, CCW
to decrease.
j. When setting up full throttle fuel flow on a hot
day (above 60 0 F) the system should be set towards the
lower flow limit. On a cold day (below 60F) the
system should be set towards the higher flow limit.