OPerator's Manual Continental YS303P

LTSIO-520-AE
TSIO-520 Series
except L, LB, WB & BE
CONTINENTAL® AIRCRAFT ENGINE
OPERATOR’S
MANUAL
FAA APPROVED
Publication X30044
©
CONTINENTAL MOTORS, INC. AUGUST 2011
Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part
No. X30044, dated January 1985. Previous editions are obsolete upon release of this manual.
Effective Changes for this Manual

0.................. January 1985
1............... 31 August 2011
List of Effective Pages

Document Title:TSIO-520 Series Engine Operator’s Manual
Publication Number: X30044 Initial Publication Date: January 1985
Page Change Page Change Page Change Page Change
Cover ..............................1
A......................................1
i thru viii...........................0
1-1 thru 1-2 .....................0
2-1 thru 2-6 .....................0
3-1 thru 3-12 ...................0
4-1 thru 4-6 .....................0
5-1 thru 5-92 ...................0
6-1 thru 6-8 .....................0
7-1 thru 7-16 ...................0
8-1 thru 8-6 .....................0
9-1 thru 9-10 ...................0
10-1 thru 10-8 .................0
11-1 thru 11-6..................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 man-
ual 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 men-
tioned herein may be trademarks of the respective owners.
A TSIO-520 Series Engine Operator’s Manual

31 August 2011
OPERATOR'S MANUAL
FOR THE
TSIO-520
B,BB,C,D,DB,E,EB,G,H,J,JB,
K,KB,M,N ,NB,P,R,T, UB, VB,
AE,AF & CE ,-
ALSO THE LTSIO-520-AE
AIRCRAFT ENGINES
NOTICE
THE ENGINE(S) DESCRIBED IN THIS MANUAL MUST

BE OPERATED IN ACCORDANCE WITH THE INSTRUC-
TIONS CONTAINED HEREIN. ,FAILURE TO COMPLY
CONSTITUTES MISUSE.
THIS MANUAL CONTAINS NO WARRANTIES, EITHER

EXPRESSED OR IMPLIED. THE INFORMATION AND
PROCEDURES CONTAINED HEREIN PROVIDE THE
OPERATOR WITH TECHNICAL INFORMATION AND
INSTRUCTIONS APPLICABLE TO PROPER OPERATION.
FAA APPROVED
FORM NO. X30044 JANUARY 1985
TABLE OF CONTENTS
Page
INTRODUCTION .................................... VI
SECTION
Design Features ........ . ........ 'j' ......•.. , I-I
II Specifications and Limits ..................... 2-1
III Normal Operating Procedures. . . . . . . . . . . . . . . .. 3-1
IV In-Flight Emergency Procedures ........ '" .... 4-1
V Engine Performance and Cruise Control ........ 5-1
VI Abnormal Environmental Conditions .......... 6-1
VII Engine Description ............ :.. .. .......... 7-1
VIII Servicing and Inspection ..................... 8-1
IX Troubleshooting ............................. 9-1
X Storage and Removal From Storage .......... lO-1
XI Glossary. . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . .. 11-1
ii
LIST OF ILLUSTRATIONS
FIG. PAGE
Altitude Performance Curve - TSIO-520-B, BB ............. 5-3

2 Sea Level Performance Curve - TSIO-520-B. BB ............ 5-4
3 Fuel Flow Vs. BHP - TSIO-520-B, BB ..................... 5-5
4 Altitude Performance Curve - TSIO-520-C & H ............ 5-6
5 Sea Level Performance Curve - TSIO-520-C & H ........... 5-7
6 Fuel Flow Vs. BHP - TSIO-520-C & H .................... 5-8
7 Altitude Performance Curve - TSIO-520-D. DB ............ 5-9
8 Sea Level Performance Curve - TSIO-520-D. DB ........... 5-10
9 Fuel Flow Vs. BHP - TSIO-520-D, DB .................... 5-[ I
10 Altitude Performance Curve - TSIO-520-E. EB ............. 5-[2
JI Sea Level Performance Curve - TSIO-520-E. EB ............ 5-/3
12 Fuel Flow Vs. BHP - TSIO-520-E. EB ..................... 5-14
13 Altitude Performance Curve - TSIO-520-G· ................. 5-15
14 Sea Level Performance Curve - TSIO-520.£ ............... 5-[6
15 Fuel Flow Vs. BHP - TSIO-520-G ........................ 5-17
16 Altitude Performance Curve - TSIO-520-J. JB .............. 5-18
17 Sea Level Performance Curve - TSIO-520-J. JB ...........• 5-19
18 Fuel Flow Vs. BHP - TSIO-520-J. JB ..................... 5-20
19 Altitude Performance Curve - TSIO-520-K. KB ............. 5-21
20 Sea Level Performance Curve - TSIO-520-K. K B ........... 5-22
21 Fuel Flow Vs. BHP - TSJO-520-K, KB .................... 5-23
22 Altitude Performance Curve 2600 RPM - TSIO-520-M & R .. 5-24
27 Sea Level Performance Curve - TSIO-520-M & R .......... 5-29
28 Fuel Flow Vs. BHP - TSIO-520-M & R ................... 5-30
29 Sea Level Vs. Altitude Performance Curve - TSJO-520-N.NB .5-31
30 Sea Level Performance Curve - TSIO-520-N. NB ........... 5-32
3[ Fuel Flow Vs. BHP - TSIO-520-N, NB .................... 5-33
32 Fuel Flow Vs. BHP - TSIO-520-P ........................ 5-34
33 Sea Level Performance Curve - TS IO-520-P ................ 5-35
34 Sea Level Performance Curve - TSIO-520-P '" ............. 5-36
35 Altitude Performance at 2700 RPM - TSJO-520-P .......... 5-37
36 Altitude Performance at 2600 RPM - TSIO-520-P .......... 5-37
iii
LIST OF ILLUSTRATIONS
FIG. PAGE

43 Sea Level Performance - TSIO-520-T ................. , .... 5-41
44 Sea Level Performance - TSIO-520-T ....•................ 5-42
45 Alt itude Performance at 2700 RPM - TSlO-520-T .......... 5-43
46 Altitude Performance at 2600 RPM - TSIO-520-T .......... 5-44
47 Altitude Performance at 2500 RPM - TS IO-520-T .......... 5-45
49 Altitude Performance at 2300 RPM - TSIO-520-1 .........• 5-47
51 Fuel Flow Vs. BHP - TSIO-52Q-T ............. : ........... 5-49
52 Max. Allow. Manifold Press. Vs. All. TSIO-520-T ........ 5-50
53 Fuel Pump Inlet Press. Vs. Rated HP - All TSIO-520 Models
(Except L. LB. WB) .............................•.... 5-51
54 Sea Level Performance - TSIO-520-U B ................... 5-52
55 Fuel Flow Vs. BHP - TSIO-520-UB ...................... 5-53
56 Sea Level Performance - TSIO-520-UB ................... 5-54
57 Sea Level Performance - TSIO-520-U B ................... 5-55
58 Altitude Performance at 2700 RPM - TSIO-520-UB ........ 5-56
65 Fuel Flow Vs. BHP - TSIO-520-VB ....................... 5-63
66 Sea Level Performance - TSIO-520-VB .......•............ 5-64
67 Altitude Performance at 39.1 In. Hg. EGBP - TSIO-520-VB .. 5-65
68 Altitude Performance at 32.7 In. Hg. EGBP - TSIO-520-VB .. 5-66
69 ADM P VS. EGBP - TSIO-520-VB ........................ 5-67
70 Metered Fuel Flow Vs. Pressure - TSIO-520-J,M.N.P.R.AF .. 5-68
71 Sea Level Performance L/TSJO-520-AE ................... 5-69
72 Fuel Flow Vs. Brake Horsepower L/TSIO-520-AE .......... 5-70
73 Sea Level Performance L/TSIO-520-AE ................... 5-71
74 Altitude Performance 2400 RPM - L/TSIO-520-AE ......... 5-72
75 Altitude Performance 2300 RPM - L/TSIO-520-AE .. ....... 5-73
78 Fuel Flow Vs. Metered Fuel Pressure - L/TSIO-520-AE ..... 5-76
iv
LIST OF ILLUSTRATIONS (Continued)
FIG. PAGE
79 Fuel Flow Vs. Pressure Drop - L/TSIO-520-AE. TSIO-520-AF. 5-77

80 Sea Level Performance - TSIO-S20-AF .............. . ..... 5-78
81 Fuel Flow Vs. Brake Horsepower - TSIO-520-AF . .......... 5-79
82 Sea Level Performance - TSIO-520-AF ................ . ... 5-80
83 Altitude Performance at 2700 RPM - TSIO-520-AF ......... 5-81
84 Altitude Performance at 2600 RPM - TSIO-520-AF .. . ...... 5-82
89 Sea Level Performance Curves - TSIO-520-CE ............. 5-87
90 Sea Level Performance - TSIO-520-CE ... :' .......... . ..... 5-88
91 Power Change Vs. Altitude - TSIO-520-CE - ................ 5-89
92 Fuel Flow Vs. Brake Horsepower - TSIO-520-CE ........... 5-90
93 Fuel Flow Vs. Metered Fuel Pressure - TSIO-520-CE ....... 5-91
94 Oil Lubrication Diagram (Permold) . . ........... . ......... 7-3
95 Oil Lubrication Diagram (Sandcast) ...................... 7-4
96 Fuel System Schematic - (All Models) .............. . ...... 7-8
97 I nduction/ Exhaust System TSIO-520- (Except 'T') ......... 7-10
98 Induction/ Exhaust System TSIO-520-T .................... 7-11
99 Turbocharger Sectional ............. . .................... 7-13
100 Turbocha rger Sectional wit h Wastegate .................... 7-13
101 Ignition Wiring Diagram .......................... . ..... 7-16
v
INTRODUCTION
This booklet is intended to provide pilots, operators and main-

tenance personnel with recommended procedures relating to engine
operation, servicing and periodic maintenance. Subjects are limited
to engine operation and inspection normally carried out on engines
installed in aircraft. No effort is made herein to describe extensive
repair work or overhaul. For such instructions, refer to the appli-
cable·overhaul manual. Careful observation of operating limits and
compliance with recommended inspection procedures herein will
result in greater engine reliability.
The operating instructions outlined in this Ihanual have been

developed for general airframe installation; for a particular air-
frame refer to the appropriate aircraft operator's manual. Recom-
mendations, cautions and warnings regarding operation of this
engine are not intended to impose undue restrictions on operation
of the aircraft, but are inserted to enable the pilot to obtain
maximum performance from the engine commensurate with safety
and efficiency. Abuse, misuse or neglect of any piece of equipment
can cause eventual failure. In the case of an aircraft engine it should
be obvious that a failure may have disastrous consequences. Failure
to observe the instructions contained in this manual constitutes
unauthorized operation in areas unexplored during development of
the engine, or in areas in which experience has proved to be un-
desirable or detrimental.
Notes, Cautions and Warnings are included throughout this

manual. Application is as follows:
NOTE: Special interest information which may facilitate the

operation of equipment.
CA UTION: Informalion issued 10 emphasize certain ins/ructions

or to prevent possible damage 10 engine or accessories.
WARNINGS: Information which, if disregarded, may result in

severe damage or destruction of the engine or endangerment to
personnel.
vi
Users are advised to keep up with latest information by means of
service bulletins, which are available for study at any approved
Teledyne Continental Motors Distributor location, and are a~o
available on an annual subscription basis. Subscription forms are
available at Distributors or from Teledyne Continental Motors,
P.O. Box 90, Mobile, Alabama 3660], Attention: Publications
Department.
WARNING . .. This engine must be installed in accordance

with all requirements and limitations listed in the Specifi-
cations and Limits for Teledyne Continental Aircraft
Engines.
vii
SECTION I
DESIGN FEATURES
The engines described herein are turbocharged, fuel injected, six-

cylinder horizontally opposed, air cooled, and incorporate an
overhead valve design. AU provide a 520 cubic inch displacement,
5.25 inch bore, 4.00 inch stroke and 7.5 to I compression ratio,
except the AE which is 8.5:1 . The turbocharger is driven by exhaust
gases and incorporates a variable pressure controller or a pressure
relief valve, wastegate assembly, turbine and compressor assembly
and necessary hoses, linkage and ducting required for functional
installation. The turbocharger is lubricated by engine oil. Pro-
visions are made for installation of variable pitched propeller and
propeller governor assem bly. The crankshaft flange has six bolt
holes, two dowel pins and a center pilot extension provided for
attaching the propeller. Provisions are made in the pilot extension
for the hydraulic propeller control oil, which is supplied internally
from the governor pad. The crankshaft is also equipped with
pendulum type torsional damper weights. The engine has remov-
able hydraulic tappets. Positive rotation is provided for the exhaust
valves by the use of rotors. Tappets, pushrod ends, rocker arm
bushings, valves, etc. are lubricated by the engine oil pressure
system. The engine is equipped with a right angle drive starter
adapter and a direct drive starter motor. The engine main fuel filter,
engine controls, vacuum pump and propeller governor are fur-
nished by the aircraft manufacturer.
The relatively high power delivered by these engines, per pound of

weight, is achieved by utilization of carefully selected high strength
materials, by improvements in design calculated to make the most
of these high quality materials, and by very close control of critical
dimensions, surface finishes, heat treatment and hardening pro-
cesses. Careful work has produced rugged engines; however, no
amount of ruggedness built into an engine will enable it to withstand
serious mistreatment. Overheating, neglect, inferior fuels or
lubricants will seriously affect engine performance, particularly
since the specified power rating is high and each part must be free to
function properly in order to withstand the imposed loads with
1-1
mInImUm wear. These considerations are mentioned in order to
emphasize the necessity of using only the manufacturer's fuel and oil
recommendations and of keeping the fuel, oil and air filters clean.
The increased diameter crankshaft versions of the TSI 0-520 series

(identified by a second letter "B" in the model, i.e., TSIO-520-EB)
have the same operating limitations as the standard models. The
modified crankshaft engines may be used as replacement engine for
the standard model, but the reverse is not certified. For example, a
TSIO-520-BB may be installed to replace a TSIO-520-B, but a
TSIO-520-B may not be installed to replace a TSIO-520-BB.
1-2
SECTION II
SPECIFICATIONS AND LIMITS
Specifications for the TSIO-520 Series Aircraft Engines:
FAA Type Certificate Number E8CE
RATINGS
Maximum Continuous BHP (-0, +5%) See Tabulated Data
Maximum Continuous RPM ............ See Tabulated Data
Maximum Continuous Manifold
Pressure, In , HG. . .................. ,. See Tabulated Data
CYLINDER DATA:
Number of Cylinders ................................... 6
Displacement (C~bic Inches) ...................... , .. ,. 520
Bore and Stroke (Inches) ....................... 5.25 x 4.00
Compression Ratio .... ' .................. , ....... . .. 7.5:)
PROPELLER DRIVE DATA:

Type •... , ...., ............. ' ... ,'...... , ........ , ARP 502
Direction of Rotation ....... ,.,.............. . .. Clockwise
Ratio (To Crankshaft) ............•....... , ...... , ..... 1:1
Vibration Dampers, Number & Order ............. Two 6th,
, One 5th, One 4th
FUEL SYSTEM:
Type ....................... Continuous Flow Fuel Injection
Make ..... . ............. , ... , Teledyne Continental Motors
Fuel - (Min. Grade Aviation Gasoline
Conforming to ASTM-D4IO-46) ....... ,..... )00 Or IOOLL
2-1
LUBRICATION SYSTEM:
Specification .................................. MHS-24B
Grade (SAE)
Above 40°F. Ambient Air (Sea Level) ............. SAE 50
Below 40° F. Ambient Air (Sea Level) .... SA E 30 or IOW-30
Sump Capacity, Quarts Maximum (Except TSIO-520-P,R .. J 2
TSIO-520-P,R .......... . .......................... , 10
Usable Oil Quarts Nose Up ....... , .. " .. ... .. . . .. ... 6.1
Usable Oil Quarts Nose Down ....................... 6.1
(Refer to Overhaul Manual for model and degrees of angle)
Filter ......................................... Full Flow
ACCESSORIES:
See appropriate parts catalog and specification list for accessories

pertaining to your engine model.
2-2
TABULATED DATA AND LIMITS
B,BB c D,DB [,EB G
Cylinder Bore (inch) 5.25 5.25 5.25 5.25 5 .25

Piston Stroke (inch) 4.00 4.00 4.00 4.00 4.00
Total Displacement. (cu . in .} 520 520 520 520 520
Compression Ratio 7.5: I 7.5: I 7.5: I 7.5: I 7.5: l
Rated Max . Cant. BHP 285 285 285 285 285
Rated Max. Cant. RPM 2700 2700 2700 2700 2700
Rated Max . Take-off BHP 285 285 285 300 300
Rated Max. Take-off RPM 2700 2700 2700 2700 2700
Max.. Ret:. Cruise BHP 215 215 214 225 215
Max. Rec. Cruise RPM 2350 2500 2500 2450 2500
Rec. Idling RPM 600 600 600 600 600
Max.. Man. PR Cont. 32 .0 32 .5 32.5 34.5 35
N Max.. Man. PR Take-off 35
~ Min. Fuel Oct. Rating 100LL/i00 100LLjl00 IOOLL/IOO 100LL/i00 100LL/l00
Oil Press. Cruise psi 30-60 30-60 30-60 30-60 30-60
Oil Press . Idle psi 10 10 10 10 10
Oil Press. Max. Allow . (Cold) 100 100 100 100 100
Min. Oil Temp. for T.O. OF. 75 75 75 75 75
Max. Allow . Oil Temp. of 240 240 240 240 240
Max.. All Cyl. Head Temp . oF. 460 460 460 460 460
Max. Allow. Oil Cons . Ibs/BHPi hr. .008 .008 .015 .008 .015
Firing Order 1-6-3-2-5-4
Ignition Timing °BTC Both Magneto~ 20 20 20 20 22
Basic Engine Weight (No accessories) 407.17 415 .00 406.72 405 .57 415.00
Total Engine Dry Weight
with Accessories (Subject to
Production Variation of! 2.5%) 483 .00 458.76 486.81 485.53 458 .76
H J,JB K,KB M N.NB R
Cylinder Bore (inch) 5.25 5.25 5.25 5.25 5.25 5.25
Piston Stroke (inch) 4.00 4.00 }.j); 4.00 4.00 4 .00 4.00
Total Displacement (cu . in .) 520 520 .;," , • .1';",: . 520 520 520 520
Compressi o n Ratio 7.5: I 7.5: I 7 .5: I 7.5: 1 7.5 : 1 7.5: I
Rated M a x. Cont. BHP 285 285 285 285 310 2&5
Rated M a x. Cont. RPM 2700 2700 2700 2700 2700 2600
Rilted Max . Take-off BHP 285 310 285 310 310 310
Rated Max. Take-off RPM 2700 2700 2700 2700 2700 2700
Max . Rec. Cruise BHP 215 233 214 230 240 230
Max . Rec. Cruise RPM 2500 2450 2450 2500 2450 2500
Rec. Idling RPM 600 600 600 600 600 600
Max . Man. PR Cant. 32.5 36.0 33 .0 35 .0 38 35.0
N Ma x. Man . PR Take-off 36.5 36.5
I
~ M in . Fuel Oct. Rating 100LL/100 100ll / 100 100ll/100 100ll/100 100ll/100 100LL/100
Oil Pres. Cruise ps i 30-60 30-60 30-60 30-60 30-60 30-60
Oil Press. Idle psi 10 10 10 10 IQ IO
Oil Press. Max. Allow. (cold) 100 lOa 100 100 100 100
Min . Oil Temp for T.O . OF 75 75 75 75 75 75
Max. Allow. Oil Temp . oF. 240 240 240 24Q. 240 240
Max . All Cy l. Hea d Temp . oF. 460 460 460 460 460 460
Max. Allow. Oil Cons . Ibs / BHP/hr. .015 .00& .008 .008 .006 .008
Firing Ord er All Models (1- 6-3-2-5-4)
Ignition T iming °BTC Both Magnetos 20 20 20 22 20 22
Basic Engine Weight (No accessories) 415.06 395 .35 395.35 417 .52 405 .01 417 .52
Total Engine D ry Weight
Production Variation of ± 2.5%) 458 .76 487 .80 477.63 461.00 493 .55 454 .87
P T UB VB AE AF CE
Cylinder Bore (inch) 5.25 5.25 5.25 5.25 5.25 5.25 5.25
Piston Stroke (inch) 4.00 4.00 4.00 4.00 4.00 4.00 4.00
Total Displacement (cu. in.) 520 520 520 520 520 520 520
Compression Ratio 7.5: I 7.5: I 7.5: I 7.5: I 8.5: I 7.5: I 7.5:1
Rated Max . ConI. BHP 285 o 310 300 325 250 285 325
Rated Max. Cant. RPM 2600 (j) 2700 2700 2700 2400 2600 2700
Rated Max . Take-off BHP 310 300 325 310
Rated Max. Take-off RPM 2700 2700 2700 2700
Max. Rec. Cruise BH P 230 230 240 233 180 230 243
Max. Rec. Cruise RPM 2500 2500 2500 2450 2400 2500 2500
Rec. Idling RPM 600 600 600 600 600 600 600
o
-
N Max . Man. PR Take-off 37 .5 39.0 35.5 35.5
~ Max . Man. PR ConI. 36.0 o 39.5 36 0) 39.0 32.5 34.5 37
N Min. Fuel OCI. Rating 100LL; 100 100LL/100 100LL/lOO 100LL/I00 lOOLL/IOO IOOLLi 100 IOOLLIIOO
Cr- Oil Press. Cruise psi 30-60 30-60 30-60 30-60 30-60 30-60 30-60
Oil Press. Idle psi 10 to 10 10 10 10 10
Oil Press. Max. Allow (cold) 100 100 100 100 100 100 100
Min. Oil Temp for T.O. OF. 75 75 75 75 75 75 75
Max.. Alia ...... Oil Temp Of 240 240 240 240 240 240 240
Max. All Cyl. Head Temp oF. 460 460 460 460 ~ 460 460 460
Max . Allow. Oil Cons. Ibs / BHP/hr. .008 .008 .006 .008 .008 .006 .006
Firing 0 rder Models P. T . U. UB. VB. AE. AF. CE (1-6-3-2-5-4) Models LTSJO-520-AE (1-4-5-2-3-6)
Ignition Timing BTC Both Magnetos 22 22 22 20 20 22 20
Basic Engine Weight (No accessories) 417.52 426.30 422.47 406.50 364 .80 435.47 435.47
Total Engine Dry Weight
Production Variation of 1. 2.5%) 461.25 492 .50 536.50 481.90 403 .90 533.47 527 .22
CD At Critical Altitude (7500 Ft.) 310
o Based Upon an Exhaust Gus Bad Pressure of J~.7 In. HG . ~t Mux . Continuous Power and Speed.
SECTION III
NORMAL OPERATING PROCEDURE
CA UTION ... This section pertains to flight operations conducted

under "Standard Day" conditions. The pilot should thorough~v
familiarize himself wilh the Section on A bnormal Operating
Conditions. Whenever such abnormal conditions are encountered
or anticipaled. the procedures and techniquesfor normal operation
should be tailored accordingly. For example. if the aircraft is to be
temporari~v operated in extreme cold or hOI weather. consideration
should be given to an ear~v oil change and/or a routine inspection
servicing.
GENERAL
The life of your engine is determined by the care it receives. FolJow

the instructions contained in this manual carefully.
The'engine receives a run-in operation before leaving the factory.

Therefore, no break-in schedule need be followed. Straight mineral
oil (M IL-C-6529 Type II) should be used for the first oil change
period (25 hours).
The minimum grade aviation fuel for these engines is 100LL (Blue)
or 100 (Green). In case the grade required is not available, use a
higher rating. Never use a lower rated fuel.
WARNING ... The use of a lower octane rated fuel can

cause pre-ignition or detonation, which' can damage an
engine the first time high power is applied. This will most
likely occur on takeoff. If the aircraft is inadvertently
serviced with the wrong grade of fuel, completely drain and
properly service fuel tank/tanks.
NOTE ... The following checklists are general in nature, since the
various airframe/powerplant combinations are not necessarily the
same in setup and layout. Consult your own pilot's operating
handbook for the specific challenge and response checklists
required for your aircraft.
3-1
PRESTARTING
Before each flight the engine and propeller must be examined i0r
damage, oil leaks, security and proper servicing.
I. Place the ignition switch to the "OFF" position.
2. Operate all controls and check for binding and full range of
travel.
3. Assure that fuel tanks contain proper grade and quantity of

fuel. (JOOLL-Blue or JOO-Green). I
4. Drain a quantity of fuel from all sumps and strainers into a

clean container. If water or foreign matter is noted. continue drain-
ing until only clean fuel appears.
5. Check oil level in sump.
6. Check cowling for security.
STARTING
I. Fuel Selector - ON, appropriate tank.
2. Propeller Control - HIGH RPM.
3. Mixture Control - FULL RICH.
4. Battery Switch - ON.
5. Throttle - FULL OPEN.
6. Boost Pumps or Primer - ON, 2 to 3 seconds.
7. Throttle - 1/2 INCH OPEN.
8. Magneto/Start Switch - START position.
Release the Magneto/Start Switch to BOTH position as soon as the

engine starts.
3-2
CA UTlON ... Do not engage the starter when the engine is running
as this will damage the starter. Do not crank for longer Ihan thirty
seconds at a time. as this may cause Ihe starter motor to overheal.lf
the engine does not start after thirty seconds of cranking. allow a 3
to 5 minute cooling period before attempting 10 restarl.
CA UTION ... If engine kicks back when starting. DO NOT attempt

(a stan The ignition starting syslem is inoperative and must be
repaired before damaging starter adapter assembly.
(Cold Starts)
a. Throttle - FULL OPEN.
b. Mixture Control - FULL RICH.
c. Primer - ON, 2 to 3 seconds.
d. Throttle .. 1/2 INCH OPEN.
e. Magneto/Start Switch - START position.
f. Once engine starts. it may be necessary to keep engine run-

ning with primer.
g. Magneto/Start Switch - BOTH position.
(Flooded Engine)
a. Mixture Control - IDLE CUT-OFF.
b. Throttle - FULL OPEN.
c. Magneto/Start Switch - START.
d. Once engine starts, release Magneto/ Start Switch to BOTH.

Retard the throttle to 1000 RPM and slowly advance the mixture
control to FULL RICH position.
3-3
(Hot Starts)
a. Throttle - FULL OPEN.
b. Mixture Control - IDLE CUT-OFF.
c. Boost Pump - ON, 10-15 seconds or until the fuel pumping

pulsations stabilize.
d. Mixture Control- FULL RICH, momentary priming may be

required.
e. Throttle - Retard to 1/2 INCH.
f. Magneto/Start Switch - START position.
g. Once engine starts, release Magneto/Start Switch to BOTH.
STARTING (Cont'd.)
9. Throttle 1000 to 1500 RPM.
10. Oil Pressure - ABOVE 30 POUNDS WITHIN 30 SECONDS.
1J. Alternator Switch - ON.
12. Use the same procedure to start other engine, if operating a twin
engine installation.
GROUND RUNNING: WARM-UP
Teledyne Continental aircraft engines are aircooled, and therefore

dependent upon the forward speed of the aircraft for cooling. To
prevent overheating, it is important . that the following rules be
observed.
1. Head the aircraft into the wind.
2. During ground operations the propeller should be in the "Full

Increase" RPM position.
3-4
3. Avoid prolonged idling at low RPM. Fouled spark plugs can
result from this practice.
4 . Leave mixture in "Full Rich': (See "Ground Operation at High

Altitude Airports," Section VI for exceptions .)
5. Warm-up 900-1000 RPM .
PRE-TAKEOFF CHECK
l. Maintain engine speed at approximately 1000 to 1500 RPM for

at least one minute in warm weather, and as required during cold
weather to prevent cavitation in the oil pump and to assure
adequate lubrication.
2. Advance throttle slowly until tachometer indicates an engine

speed of 1200 RPM . Allow additional warm-up time at this speed
depending upon ambient temperature. This time may be used for
taxiing to take-off position. The minimum allowable oil
temperature for run-up is 75°F.
CA UTION ... Do not operale the engine aT run-up speed unless oil
temperature is 75° F minimum.
3. Perform all ground operations with cowl flaps, if installed. full

open, mixture control in "FULL RICH" and the propeller control
set for "Full Increase" RPM (except for brief testing of propeller
governor).
4. Restrict ground operations to the time necessary for warm-up

and testing.
5. I ncrease engine speed to 2000 RPM only long enough to

perform the following checks:
a . Magnetos: With both magnetos "ON", positIOn the right

magneto switch "OFF" and note engine RPM ; now back to both
magnetos "ON" to clear the spark plugs. Then position the left
magneto switch "OFF" and note engine RPM. Now return switch
to both magnetos "ON". The difference between the two
3-5
magnetos operated individually should not differ more than 50
RPM with a maximum drop for either magneto of ISO RPM.
Observe engine for excessive roughness during this check.
If no drop in RPM is observed when operating on either magneto

alone, the switch circuit should be inspected.
WARNING . . . Absence of RPM drop when checking

magnetos may indicate a, malfunction in the ignition circuit.
This type of malfunction should be 'corrected prior to
continued operation of the engine. Should the prop~lIer be
moved by hand (as during preflight) the engine may start
and cause injury to personnel.
CAUTION . .. Do not underestimate the importance of a pre-

takeo.lf magneto check. When operating on single ignition. some
RPM drop should be noted. Normal indications should be a 25-75
RPM drop and slight engine roughness as each magneto is switched
of! A bsence of a magneto drop may be indicative of an open switch
circuit or an improperly limed magneto. A drop in RPM that
exceeds 150 may indicate a faulty magneto or fouled spark plugs.
b. Minor spark plug fOUling can usually be -cleared as follows:
(I) Magnetos - Both On.
(2) Throttle - 2200 RP M.
(3) Mixture - Move toward idle cutoff until RPM peaks

and hold for ten seconds. Return mixture to full rich.
(4) Magnetos- Recheck (per paragraph Sa).
Jf the engine is not operating within specified limits, it should

be inspected and repaired prior to continued operational
service.
CAUTION . .. Avoid prolonged single magneto operation (0
preclude fouling of the spark plugs.
3-6
c. Check throttle and propeller operation.
(I) Move propeller governor control toward low RPM

position and observe tachometer. Engine speed should de-
crease to minimum governing speed (200-300 RPM drop).
Return propeller control to "Full Increase" RPM. Repeat
this procedure two or three times to circulate warm oil
into the propeller hub.
(2) In aircraft installed with full feathering propellers,

move propeller to "feather" position. Observe for 300 RPM
drop below minimum governing RPM, then return control
to "fu 11 increase" R PM position.
CAUTION . .. Do nOf operatelhe engine at a_speed in excess 0/2000

RPM longer lhan necessary fa test operation and observe engine
instrumenrs. Proper engine cooling depends upon/orward speed 0/
the aircraft. Disconrinue testing iJtemperature or pressure limits are
approached.
6. Instrument Indications
a. Oil Pressure: The oil pressure relief valve will maintain pressure
within the specified limits if the oiL temperature is within the
specified limits and if the engine is not excessively worn or dirty.
Fluctuating or low pressure may be due to dirt in the oil pressure
relief valve or congealed oil in the system.
b. Oil Temperature: The oil cooler and oil temperature control

valve will maintain oil temperature within the specified range unless
the cooler oil passages or air channels are obstructed. Oil tempera-
ture above the prescribed limit may cause a drop in oil pressure,
leading to rapid wear of moving parts in the engine.
c. Cylinder Head Temperature: Any temperature in excess of the

specified limit may cause cylinder or piston damage. Cooling of the
cylinders depends upon the cylinder baffles being positioned
properly on the cylinder heads, barrels and in other locations in the
pressure compartment to direct air between the cylinder fins. Fuel
and air mixture ratio will affect cylinder temperature. Excessively
3-7
lean mixture causes overheating even when the cooling system is in
good condition. High power and low air speed, or any slow speed
flight operation, may cause overheating by reducing the cooling air
flow. The engine depends upon ram air flow developed by the
forward motion of the aircraft for adequate cooling.
d. Battery Charging: The ammeter should indicate a negative

charging rate while the engine is being started. The ammeter reading
should return to the positive side as soon as the engine starts and
RPM increases. A low charging rate is normal after the initial
recharging of the battery. A zero reading or nega tive reading with
electrical load may indicate a malfunction in the alternator or
regulator system.
CA UTION . . . The lUrbocharger does no! have a separate oil

lemperature indicator. The oil temperature for the turbocharger is
the same as tho! indicated by the engine oillemperalUre gauge. The
engine oil must be warm, at least 75° F. before take-off to assure
proper turbocharger operation. The engine must not be operated at
high power until the oil has reached this temperature.
TAKEOFF
1. Position mixture to "FULL RICH'~ Where installed, cowl flaps

should be in the "Open" position.
2. Position propeller control in "FULL INCREASE" RPM

position.
3. Position fuel boost pump switch as instructed by aircraft

manufacturer.
4. Slowly advance the throttle to "FULL OPEN" position, care-

fully monitoring manifold pressure. For standard day temperatures
and normal engine oil operating temperatures, manifold pressure
should not exceed the maximum rated limit when the throttle is
"FULL OPEN". When taking off at full throttle and minimum
engine oil temperature of 75°F., an increase in manifold pressure
above the rated maximum limit may occur due to the effect of cold
oil upon the turbocharger control system. Under these conditions, a
1.0-2.0 inches Hg. increase in manifold pressure above the rated
3·8
maximum limit is allowed for 2-3 minutes duration. Under normal
operating conditions, if maximum rated take-off power is achieved
before the throttle reaches full travel, do not advance the throttle
lever further. Continued forward movement of the throttle may
result in an engine "Overboost" condition.
WARNING ... Continuous overboost operation may damage the

engine and require engine inspection. See Service Bulletin M67-12.
When oil temperature and pressure have stabilized in the operating

limits, and an increase in manifold pressure beyond the limits
specified above occur; this is an indication that the turbocharger
controller needs readjusting.
In cold weather, the wastegate valve may not open unless the oil
temperature is above 75° F.
CAUTION . .. Avoid rapid throttle movement in order to reduce

manifold pressure overboosl.
CLIMB
1. Climb at 75% power and above must be accomplished with a

"FULL RICH" mixture setting and cowl flaps, if provided, set to
maintain desired temperature.
2. Reduce to climb power.
3. During climb observe manifold pressure and, if necessary,

retard throttle to stay below maximum manifold pressure limits
(red line).
NOTE. , . Generally, when the aircraft has been configured for

climbout, engine power should be reduced. Recommended power
for normal climb is 75% with a "FULL RICHN mixture setting. If
power settings of grea ter than 75% are required, particular attention
should be given to cylinder head, EGT, and oil temperatures, and
mixture must be "FULL RICH",
3-9
WARNING ... At Power settings above 75%, do not use the
E.G.T. gauge as an aid to adjust mixture. Mixture ''FULL
RICH" only. If you attempt to determine the "peak" E.G.T.
while .he engine is operating above 75% power, you may
experience burned valves, detonation, and possible engine
failure can occur.
CRUISE
1. Set Manifold pressure and RPM for cruise power selected.
2. When engine temperatures have stabiliz.ed at cruise condition

(usually within 5 minutes after leveling off), adjust mixture to
obtain specified fuel flow. See Engine Performance and Cruise
Control section of this manual or aircraft manufacturer's instruc-
tions.
3. When a leaned mixture setting is used, and climb power is

desired, the mixture cQntrol must be returned to "FULL RICH"
before changing the throttle or propeller setting. When reducing
power, retard throttle, adjust RPM and then adjust mixture as
necessary.
NOTE ... If an exhaust gas temperature gauge is used to monitor

cruise fuel flow at 75% power and below, a cruise fuel mixture
adjusted to lOO°F to 150 0 F rich of peak will produce the best power
setting, unless a specified setting is required for your particular
model engine.
NOTE ... Rapid throttle movements may cause undershooting or

overshooting of the desired manifold pressure, necessitating a
subsequent adjustment once the turbocharger has stabilized.
Gradual throttle movement will permit the turbocharger to keep
pace with the change in power. On pressurized aircraft, slower
manifold pressure adjustment will prevent sudden "spikes" in cabin
altitude. At high altitude, large reductions in manifold pressure may
cause some reduction of cabin pressure.
3-10
DESCENT
Descent from high altitude should be accomplished at cruise power

settings, with the mixture control positioned accordingly.
CAUTION . .. Rapid descents at high RPM and idle manifold

pressure are to be avoided.
During descent, monitor cylinder head and oil temperatures, main-

taining above the minimum specified limits.
NOTE ... Avoid long descents at low manifold pressure, which can
result in excessive engine cooling. Satisfactory engine acceleration
may not occur when power is applied. If power must be reduced for
long periods, adjust propeller to minimum governing RPM and set
manifold pressure no lower than necessary to obtain desired per-
formance. If the outside air is extremely cold, it may be desirable to
add drag (gear, flaps) to the aircraft in order to maintain engine
power without gaining excess airspeed. Do not permit cylinder
temperature to drop below 300°F. for periods exceeding five (5)
minutes.
LANDING
I. In anticipation of a go-around, with the need for high power

settings, the mixture control should be set "FULL RICH" before
landing.
NOTE . . . Advance mixture slowly toward "FULL RICH". If

engine roughness occurs, as may happen at very low throttle settings
and high RPM, it may be desirable to leave the mixture control
approximately 3/4 open until the throttles are advanced above 15
inches of manifold pressure.
2. Operate the auxiliary fuel pump as instructed by aircraft

manufacturer.
3-11
ENGINE SHUTDOWN
I. If auxiliary fuel pump has been "ON" for landing, turn to

"OFF".
2. Operate the engine at idle for approximately five minutes to

allow the turbochargers to cool off and slow down.
NOTE ... Taxi time after landing may be considered part of the
five minutes.
3. Place mixture control in "IDLE CUT-OFF':
4. Turn magnetos "OFF:'
WARNING ... Do not turn the propeller while ignition

switch is in the "BOTH'; "LEFT" or "RIGHT" position,
since this could start the engine and cause injury. Do not
turn the propeller of a hot engine, enn though the ignition
switch is in the "OFF" position; the engine could "KICK" as
a resu1t of auto-ignition from a small amount offuel remain-
ing in the cylinders.
NOTE ... Good pilot technique is important for long engine life.
Execute all control movements consistently in a smooth, positive
manner.
3-12
SECTION IV
IN-FLIGHT EMERGENCY PROCEDURES
If a malfunction should occur in flight, certain remedial actions may

eliminate or reduce the problem. Some malfunctions which might
conceivably occur are listed in this section. Recommended cor-
rective action is also included, however, it should be recognized that
no single procedure will necessarily be applicable to every situation.
A thorough knowledge of the aircraft and engine systems will bean

invaluable asset to the pilot in assessing a given situation and deal-
ing with it accordingly.
ENGINE FIRE DURING START
If flames are observed in the induction or exhaust system during

engine starting, fol1ow the aircraft manufacturer's instructions in
their Pilots Operating Handbook.
ENGINE ROUGHNESS
Observe eng~ne for visible damage or evidence of smoke or flame.

Extreme roughness may be indicative of propeller blade failure. If
any of these characteristics are nored, follow aircraft manufac-
turer's instructions.
l. Engine Instruments - Check. If abnormal indications appear,

proceed according to Abnormal Engine Instrument Indications
(this section).
2. Mixture - Adjust as appropriate to power setting being used.

Do not arbitrarily go to "Full Rich': as the roughness may be caused
by an overrich mixture.
3. Magnetos - Check On.
If engine roughness does not disappear after the above, the follow-
ing steps should be taken to evaluate the ignition system.
4-1
1. Throttle - Reduce power until roughness becomes minimal.
2. Magnetos - Turn Off, then On, one at a time. Ifenginesmooths

out while running on single ignition, adjust power as necessary and
continue. Do not operate the engine in this manner any longer than
absolutely necessary. The airplane should be landed as soon as
practical and the engine repaired.
If no improvement in engine operation is noted while operating on

either magneto, return all magneto switches to On.
CAUTION . .. The engine may quil complelely when one magnelo

is swilched oJf, if Ihe other magnelo is Jaulty. DO NOT turn
magnelos immediately "ON". Close Ihe Ihrollie 10 idle and move the
mixlure 10 idle cUloJf beJore luming the magnetos on. This may
prevent a severe backJireJrom occurring. Once magnetos are lumed
back on, advance mixture and Ihrollie 10 previous sellings.
WARNING .•. If roughness is severe or if the cause cannot

be determined, engine failure may be imminent. In this case,
it is recommended that the aircraft manufacturer's emer-
gency procedure be employed. In any event, further damage
may be minimized by operating at a reduced power setting.
TURBOCHARGER FAILURE
Turbocharger failure will be evidenced by the inability of the engine

to produce manifold pressure above ambient pressure. ]n this case
H
the engine will revert to a "normally aspirated condition and can be
operated, but will produce less than its rated horsepower.
WARNING . . . If turbocharger failure occurs before

takeoff, DO NOT fly the aircraft.
If turbocharger failure occurs in flight, the aircraft manufacturer's

emergency instructions should be followed; if they are unavaila ble
and the choice is made to continue operating the engine, proceed
with the following to obtain the appropriate fuel flow for the
manifold pressure and RPM.
4-2
WARNIN G ... If turbocharger failure is a result of a loose,
disconnected or burned~through exhaust, then a serious fire
hazard may exist.
1. Mixture - Idle Cutoff.
2. Throttle - Normal Cruise.
3. Propeller Control - Normal Cruise RPM.
4. Mixture - Advance slowly. When the proper mixture ratio is

reached, the engine will start. Continue to adjust the mixture
control until the correct fuel flow for the manifold pressure and
RPM is obtained.
NOTE ... An interruption in fuel flow to the engine can cause

engine failure due to turbocharger "run-down'~ At high altitude,
merely restoring fuel flow may not cause the engine to restart,
because the mixture will be excessively rich. If the engine does not
restart, there wiil be insufficient mass flow through the exhaust to
turn the turbine. This condition may give indications similar to a
turbocharger failure. If a power loss is experienced followed by
surging of RPM, fuel flow and manifold pressure, follow aircraft
manufacturer's instructions for restart.
4-3
ABNORMAL ENGINE INSTRUMENT INDICATIONS
HIGH CYLINDER HEAD TEMPERATURE .
I. Mixture - Increase fuel flow.
2. Cowl Flaps - Open.
3. Airspeed - Increase to normal climb or cruise speed.
CAUTION . .. If temperature cannot be maintained within limits,

reduce power, land as soon as practical, and have the engine
inspected before further flight.
HIGH OIL TEMPERATURE
NOTE ... Prolonged high oil temperature indications will usually

be accompanied by a drop in oil pressure. If oil pressure remains
normal, then a high temperature indication may be caused by a
faulty gauge or thermocouple. If the oil pressure drops as tempera-
ture increases, proceed as follows:
I. Cowl Flaps - Open.
2. Airspeed - Increase to normal climb or cruise speed.
3. Power - Reduce if steps 1 and 2 do not lower oil temperature.
CAUTION . . , If these steps do not restore oil temperature to

normal, an engine failure or severe damage can result. In this case it
is recommended that the aircraft manufacturer's instructions be
followed.
LOW OIL PRESSURE
CAUTION , , . If the oil pressure drops unexplainably from the

normal indication, monitor temperature and pressure closely and
have the engine inspected at termination of the flight,
WARNING . . . If oil pressure drops below 30 p.s.i., an engine

failure should be anticipated. Follow aircraft manufacturer's
instructions. 4-4
IN-FLIGHT RESTARTING
CAUTION . .. Do not al/emptto start the engine above an altitude

of 20,000 feet using the starter. due to the possibility of magneto
distributor block corrosion or burning.
CAUTION. , , Actual shutdown of an engine for practice or train-

ing purposes should be minimized. Whenever engine failure is to be
simulated. it should be done by reducing power.
Whenever a turbocharged engine is shut down in flight, or when fuel

flow is interrupted, the turbocharger will "run down" due to lack of
mass flow through the exhaust system. If the mixture is placed in
"FULL RICH" during restart attempts at high altitude, the fuel
flow may be excessive and the engine may fail to start due to an
over-rich mixture. The amount of richness will depend primarily on
altitude.
The key point in restarting is to increase fuel flow gradually from

idle cutoff so the ,engine will start when a proper mixture is reached.
As the mass flow through the exhaust system increases, the
turbocharger will spin up and provide increased manifold pressure.
The mixture may then be increased and power adjusted as desired.
CAUTION . .. A few minutes exposure to temperatures and air·

speeds at flight altitudes can have the same effect on an inoperative
engine as hours of cold-soak in sub-Arctic conditions. If the engine
must be restarted. consideration should be given to descending to
warmer air. Closely monitor for excessive oil pressure as the
propeller is unfeat hered. A flow the engine to warm-up at minimum
governing RPM and 15 inches Hg. (manifold pressure).
4-5
The following procedure is recommended for in-flight restarting:
I. Mixture - IDLE CUT-OFF.
2. Fuel Selector Valve - ON.
3. Fuel Boost Pump - ON.
4. Alternator Switch - OFF.
5. Throttle - NORMAL COLD START POSITION (I/2 open) .
6. Propeller Control - MOVE FORWARD OF THE

FEATHERING DETENT TO MID-RANGE.
7. Magneto/Start Switch - START.
8. Mixture - FORWARD AS ENGINE STARTS.
9. Throttle - AS NECESSARY TO PREVENT OVERSPEED;

Warm-up at 15 in. Hg. manifold pressure.
10. Oil Pressure, Oil and Cylinder Head Temperatures - NOR M AL

INDICATION.
11. Alternator Switch - ON .
12. Power - AS REQUIRED.
ENGINE FIRE IN-FLIGHT
I. Follow aircraft manufacturer's instructions.
4-6
SECTION V
ENGINE PERFORMANCE AND CRUISE CONTROL
The performance curves in this section are provided as a general

reference in establishing power conditions for takeoff, climb and
cruise operation. Refer to aircraft manufacturer's flight manual for
recommended power settings and tab1Jlar climb and cruise data.
CRUISE CONTROL BY E.G.T./T.I.T.
Exhaust Gas Temperature (E.G.T.) is measured at the turbocharger

turbine inlet and is commonly referred to as T.I.T. (Turbine Inlet
Temperature).
To establish cruise lean mixture, proceed as follows:
I. Adjust manifold pressure and RPM for desired cruise setting.
2. Slowly move mixture toward "lean" while observing E.GT/

T.I.T. gauge. Note position on the instrument where the needle
"peaks" or starts to drop as mixture is leaned further.
CAUTION . .. Do not continue to lean mixture beyond that which

is necessary to establish peak temperature or 1650° F.. whichever
occurs firs/.
For the TSIO-520-CE, leaning at cruise power settings is permitted

to 1750° F., (See Figure 92 for minimum operational fuel flow).
3. Enrich mixture to 25° F. rich of peak. At cruise settings below

65%, engine operation may be performed at peak E.G.T./T.I.T. Fuel
flow gauge indications should fall within the maximum and mini-
mum values shown on the fuel flow curve. If the values are not
within tolerances, the fuel injection system or instrumentation
(including tachometer, manifold pressure, fuel flow gauge or
E.G.T./ T.I.T. system) should be checked for maladjustments or
calibration error. (See performance charts).
CAUTION . .. Do not attempt to adjust mixture by using E. G. T. or
T.I. T. at power sett ings above maximum recommended cruise. A Iso.
remember thaI engine power will change with ambient conditions.
Changes in altitude or oU/side air temperature will require adjust-
ments in manifold pressure and fuel flow. (Refer 10 Fuel Flow Vs.
BH P charts).
Set mixture to "'Full Rich" for changes,in altitude and power settings
which will constitute E.G.T./T.I.T. and mixture changes.
fn
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1800 2000 2200 2400 2600 2800
ENGINE RPM
FIGURE 2
SEA LEVEL PERFORMANCE CURVE
TSIO-520-B, BB
5-4
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FUEL FLOW - LBS/HR
FIGURE 3
FUEL FLOW (LBS/HR) VS. BHP
TSIO-520-B, B.B
5-5
5~
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FIGURE 4
SEA LEVEL VS. ALTITUDE PERFORMANCE CURVE
TSIO-520-C & H
5·6
34
ci 32
:z: FULL THROTILE AOMP
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1800 2000 2200 2400 2600 Z800
ENGINE RPM
FIGURE 5
TSIO-520-C & H
5-7
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~FFiJd iii iii iii iii1.f iii iii ii i ii:~

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e ~ u U U H n ~ u ~ • .: , 2 J • So ~ 7 • , 10 11 I, U ,. 1$ " " ,. It XI 11 n 2) ;JI 1'5 , . U 2a l'SI .JIII:31 1l'1J , .
:xJ ABa. DRY MANlf01.0 PRE5.lURE IN. He.
~ PRESSURI AL nTUOl \N THOUSAHOS - FEU
<
m
en
m
> SEA lEVEL PERFORMANCE Al TITUDE PERFORMANCE
r-
m
< 1 ..
,., .. ,,-, ....
' ...... ,.·.. ..lr-
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. ,""'..,............ ...... .... -... ,'"
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eo
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r- l ......... ... .. , .. , "' .. ,t>_ ... ,...... ,...... _
,
< TAKE vr~ POWER 2700Rf'?Io t:tl
20 lZI
~ 300 300I ' i i i

> - , " 280)
. i I
-tr- I ...~V ~
en-t I@ , SO ~ 260) I
6=i"rl ~~ , ~
2400 ~PM
T
,cC; ~ V~V
40 2111 )
(J\
~cc ~
;no
~
i. 220)
:lOO\/\.H ........ nUo'd~v ...
I
~ h V .~ f\, ,- .- ,... ~!
2'3.0
om:IJ - 1--- ~.
0\ T
~
, .f-- r- I
'"tim
.. 200 '21.0
,
~'T\
rl
~m IA h .
~ .. :r' I ii
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lB. 1 _ ZS .• A
I V~ I d:-~ ; , !; :
, I- i
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~ ~ >; ~
:lJ
~
>
Z
t- -
ti1
.:& ~
~
)( i,)
:/ I :
I \.......... CRUISE R~NGt
P'~'IlIlU
Mlllu'oId
I
1
I
'"
'.0
00
12
100
,
)
'21 .0
I
..
_
I
I
II
II
i :
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i .
i:
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;'11
I 1
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101224;Z611lO12,.
I
AB.$ . OR ..' rn MANIFOLD PR(.$!.l)RE IN. HG.

15
.
80
~n .:
~
I
na 11111 III lIn tttlt1tW Ilillll~
., :l .. ~ " ., • t 1Q 11 H ,]
PRESSUAE ALTITuDE IN lHOuSANtJI _ fEET
14 IS ,. 11' t. 1, )0 lI1 n n ;1'1 n- K '17 n .... )0 ll'~ lo].J.II
1-+--+--+-\-+-+-+--+--1---+--- f--- .- --
I--
I--+-+--+- f---+--+--+---It+-+\ - f-- '---r--
~
,..z
a:
...oa:
III
Il.
..5
III
Q
:::>
.. f---+--+--+--I-+-+---+--+t+iH-+t-- ,.- - ---'
f---+---r-+--I-+-~-r~~H*~+-H-*-~~
f---+--+--+--I-+--r_~_~~~r~;-.~~;-~
1-+-4-~-+-l-1-+-4~~'~+~~H-+-~
"c
J
w
..
o
z
~
0:
o
ffi
a..
...J
III
:>
..
~
w
OIl
FIGURE 25
TSIO~520-M & R
5-27
(J)
m
» SEA LEVEL PERFORMANCE ALTITUDE PERFORMANCE
r- ~-_""!'. ~_~("J'!"'!.
m , ..'C.·'_ 'A .... _ .. _' .... ~_ ......,

<
tl:Jj
~ . . , _ .. , .... "" ... 10: ..............
m .....
·~ ... I· .. • ..- ... - . \ -
h.C.LIoC·~.tl_'.
r-
....... ,.>C,"' ..... ..".C!. .. .,....' •
. t,..-... .. _,-, iTT
I '''''''''n~'' .1u .r 0_.' __ '....... _
:
~
I"
TA~£ vFF POWER 2100 RPM ~
: . I'+t+
» f- ._- I i I
I~ I"'0
: I:
. "I}
I;
..........
r- -
' ~. i-'
,.
00_
II II I !-1
°C-
- ..... "TI 4 I" '''' II I
. I\)m
(nO"
til
C
~ ~~ ",<jl. !
I"
- I" '0
ZilOORPM I ! III , II II "" l'
I '!:" I .
N
o ::0 h '>? ')"~y 1\: 1 II
I , ." I,
I:!
~'.
0Cl :M.O In.Hd"lnltold PI I
~\Jm I"
00 00
,..
~~~
~
/.Vc t\ ~vi\J'j"I1I,.
~v-i
C
-- - iT.D
] 11'·,·!-+-ttT,
I .I ~ It· i ! I
" ~ . I"50
'" - - 25. ,~ I ! i I, I'
I ! ;
'"
I I :I
:DO7J yo: :\ "'.. 'Mumc.""""~~·~
~r, 'Ix
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:
'
M~nlloldPII!'IlIII'
,
Ilj'0
".,. 21.0
2\.01 1---::1
- ~~~
• I , •
s:: f- .- I 2.
»
z
,,,--+ CRUISE R~NG': •
I TTl
~~ ..
00
: 1 ! •
:~Httd II111I1 ! It'l fin nlJ±ttllll~

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" " , , ., 4 !o 15 1 • • ID 11 U 13 I. n 11 Il .. 1. 10 11 :n 73 ''I IS 26 n ,. n lO 31 Jl ,,, ,.
::0 ASS. DAY MANIFOLD PR£UURE IH . HI:;
PRESSURE "L TlTUOE IN THOUSANDS _ FEET
<
m
388-~r-~--~---+---r---r--~--~--+---~--r-~r--8
~8-~~~__~__-+__~__~__4-__~__+-T_AK_E~-O_F_F~~7__-r__8
MAX . CONTINUOUS ADMP
4e--+--~--r--+----+--,r--+---r-~r~~+---r-~---S
2e-~---+---+---+---r---r~~O~~~~---r--4---4---+---8320
/
I
\..
Y
TAKE-OFF,t7
,~
30B-~---+---+---+---r--~~-4---+---+---r---r-~~-~ ~
I
-~-----t-
V r--r--
Y- - --
28 -- A --- 280
--i-'- - ------- ~--~- --- --- V

a:
2~
~
o
26 ...
24 - r- - s ~y- / 2M)
'"'"
II:
o
-- r--: L
o\\"'~
:r
w
---+---- --- ~ ---+---+ ----r.--J1 220 ~
«
--r----
<--
rr
I ~ft:- q,~y '"
'l--i---~--t_-- ---- 200
--,~- /'../ / -+--+--+-.;-.-- 100
B-·~--~--~--r-~-r/'~--4---+--+---~--+--·~--81~
.....
1---+.--+--- _. V /V 140
w
,..
:>
_~o
U
.,
W
<L
.550
180D 2000 2200 2400 2600 2800
ENGINE RPM
FIGURE 27
TSIO-S20-M & R
5-29
FUEL FLOW ILBS.!KA .J
D
en
~
D
tD
~ ~
-
o
on
~
.,.o
- '"-
D o
'"
~
- - o
en
"'- ~ ~ 8M
'\ ~
\ r\
\
-- '"
to
'"
\\ I\. .- -- ~-. ~~ 1--'
~
\\,1\ \ ~
I-- .- ..... ,-- _.- -- ---_.. - I-- _ . 111- 1---
~~ -- ~-~ -
:g
~
=. _~:=.I-.~:~~-
2 f-- ooJ)
-.~.
'<;., N
\~
\\ E
.~. f--
,\ d:-
c
\~~-~I\vu---
;II
'-- -~ "--'
.. -
\
..-r"-
~I~--.·~ ---.~~-. -. \\ .\ \ ..
_. __ !...-_ ...
=f + --- \
ss~~
~-t~
I---- \ .
-~--
u:
\
~- . _-'-\..
f---.- ---- .. f------.. •. --------

:0
~
'.s!-
«
-~:--~~--_\ ~\ -- . - _.\ ......
\
- --
I
0
e?
\
E \ f\ \--:ll-- -
1/1
R
-- ._- -~-
E
;c
---~-_\ \\ .. \ .
\
\.
\
-- 0
~
._--,. -'-
-- -
.._-f-_.- --- ---
.. ..- . --. _ .-_.- -

---
--
----
._--
~-
-
- -"
-_.- _.
\\ ~-- y- - - --
~
'"
:!-
'-- --- . __ ... ---- .___ .. S.

\
\ ' - 0
~
FIGURE 28
FUEL FLOW VS. BRAKE HORSEPOWER
TSIO-S20-M & R
5·30
I
I
O,J.,.
-r
f--
f--
f--
-
I
~ ~ M l' ~ 6(,)~ , ~ "~·H~
.1.. ,._U 'J''''.''
~l"O.OSI:tOH ))lyH8
~ M ! ~ ! !
1'-'\ ~ •
•
~ :\' ~.l a
~ ~~ R
~ ~
M
'~ >-J ~
~
~:i
'" ~ ?x
e
~
o
~
~
•
;~~! ?(s ». >-
t «
o
I¥ 1 ~ I:
~.aJi~
I m: '-- ~
; I !~f
- -¥ =
~§i1
=
1
! ..
I
FIGURE 29
TSIO-520-N, NB
5-3]
38
MAJ CONTI~UOUS ~OMP
~
:l: 6
v
/,
!
~ 34
)
~l"-.
"'
if
i 2 310
,.~ /1/}
,,0'1"0/
a: O·
~V
Q
/-
0--,.- -.- .. - 210 a:
/0"~
:<\'" . ./ ~
26 ..
~.O
", ,,~ . .
/1
r-'- ~- 250 rJ
o
24
/ ~~.........
.. 230 ~
x
22
V
/
V /~"/
V ... .. - I - - 210
'"
~
V -?
"°
~
.-. .~-- 1-- 190
170
:l
...
..;
.62
r7 1S0
z
ou
/
--
~ ,S8 130
il
~ ~ .-
7~o~ ~ 1 10
.54
I~ l--- ~ V
TLL THrOTTLj - BSfC t-- V
1700 l!1OO 2100 2500 2700
ENGIIiE RPM
FIGURE 30
TSIOM520-N, NB
5-32
o
;;;
'\~ ~ .,8
'\.r\ i
...
'"~
1\ \. w
~~ II
..J
«
~~~
t>
"'> :!;
::J
:!;
z
- _. ~\\ v
./
i
h ~
a:
w
~
'i\ ~ ~
...
" II:
~~
\,
w
\ .'" ...
- \ \
•
~~
:!; u o ...
..,
N
a: '"
...
~ ~ ~\
t\ \ \'
~
~ \\ ,
....~ \ • \
~
w
"
::< \ \ \
\
1-- - _.
X
0
f
~
1\
1\ \ \\ ~.
_. \ \ '.
\ \
,.
ilI- ...o
\
...
C>
..
C>
...
C>
"'" ...'"
fUEL fLOW - LS/HR
FIGURE 31
TSIO-520-N, NB
5-33
FUEL FlOW (LBS/HRI
~ ~ ~ ~ ~ ~ ~ ~ § ~ ~ ...
0
~-
'\ '\
~ ~
~-
\ "-I\. :t .....
\ '\ 0
...
..J
~...
re-
\ '\ '"m
-' ~-
\ \ ..:
:t Sl
0 iii
\ \
:j
«
:!
12
I'"
[\ \ :J
:::l:
Z
~-
\ \ ~ I :i! "~
~ )
1\\ ;\\ \ "'0
~~
"'"12J:
\ .,w
-"
"
\ \ '\ 1- ~
N~
,,'"
iii
\\\1\
\ 't \ \ f-~'
I"
-
~ 1\
~-
~\, _\
.,.
ill- .~
'\. ~-
\ '"\
- co
-
~ \ '10
\
r\ \1:-
FIGURE 32
TSIO-S20-P
5-34
ci
l:
6
MAX. CONTI UOUS OMP
TAKI OFF
-/
-
! 34
iii
III
~ 32
/ 320
II.
Z (#/ TAKE OFF
~ 30 300
>-
a:
c
.,; 28
;7 ~.
280
III
0<
26
V
V
V
S/ ~
VI
V 260
a:
IIJ
~
~
II.
24
/ rv~ / 240
'"
II)
~
V
22
ki 220
x
'"lie0<
V I~
II:
til
./' 200
r.:
~
V / 180
.; / /
---
l:
~ 65 160
r- ~ Vr---..
--
iii
III
..... MAX CONT NUOUS BSFC
60 140
vi
z V r--
o
u 55
..... /-
/ b 120
.
IIJ
:::l
U 50
P. L. BSFC
...'"
II>
. 45
1800 2000 2200 2400 2600 2800
FIGURE 33
TSIO~520~P
5-35
~+ .
., .
I
. _.
!
I -- ......... I
I
I I
i
I
I : i T""E·OFF POWER ~
320- r -
2100 RPIA
:i I I
'0
I
--
MAXIMUM CONTINUOUS "ANIFOLD PRESSURE
I~
:,%
'-D 2110- -
,,-/
./ ~~
260- -
, / :/::~
'\.~ 44- -
V/
/ K'/ 'i~ ~
220 \ - -
/. ~
)(/
'>< Vi! ]
OO-g ' - -
/5< ~ ~/ ~
X
V
,&O-~a: r--
h X X )«,/ ID
V
60- -
~
>so
9Y '40- -
.1-
>' ~
>-'''':"'-- CRUISE RANGE
'20-
100-
-
-
>?9
110- -
60- r -
"8 20 22 2' 16 28 30 32 34 J6 38
J
! .... NIFOLO PRESSURE· I\.. HG
ASS. DRY MANIFOLD PRESSURE (IN. HG.,
CRUISE CONTROL BY CHART - TSIO-S20-P

To determine actual horsepower, employ the fonowing procedure:
I. Locate the curve for the engine RPM.

2. Locate the desired operating manifold pressure and altitude.
3. Read the horsepower on the left hand side of the curve.
4. Horsepower corrections for OAT.
a. Add I % for each 6° F. below T S.
b. Subtract 1% for each 6° F. above T S .
(T S = Standard Altitude Temperature)
FIGURE 34
SEA LEVEL PERFORMANCE
TSIO-520-P
5-36
.. '''oJ', '· ..
f
-
-,r-.
36 51n . HQ MANIFOLD PRESSURE
".I
....... 300
-........... I
2..
.1'--- -...... I
>a.
f'
I
27.
I
2M
...II
2<.
I
Z30
I
".I
0 . . 12
"
2iO
ALTllUO':)C 1000 FE€T
FIGURE 35
ALTITUDE PERFORMANCE AT 2700 RPM
TSIO-520-P
35.511\. Hg MANIFOLD PFHi...'iSURE

'00
l - t-- 2
---r---. .......
27.
-......
"-...
I"-
'50
24.
230
'20
,,"
• , •
ALTJTUDE X 1000 FEET
"
.
, 2.
"
200
FIGURE 36
TSIO-520-P
5-37
31.0 In. Hg M.nltold P'N4II.UD
230
I-- r-- no
28.0 In. Hg
2'.
27.0 f~. t-IO
..
2()0
,
ilS,OI~. Mg
r- ""
17.
no,In.Hg
-r '50
'00
r-r
21 .0 Ill). Hg r-
".
18.0
...- ~
L. Hg
- .-- - ~r-
,3D
12.
11.
• , • 12 20
I
" "
ALrrrUOE;(,ooo FEET
FIGURE 37
TSIO-520-P
31 .0 It. Hg J.nfrOI! p,.,",~,,, 220
I-
21.
2I.Oln. Hg
2DD
27.0 lin. HO
'00
,eo
2,s..olln. Hg
'TO
II , OO
23.°T· H
g
n
'50
14.
.--
n0T"HQ
-I--- - ~~
130
,-
19.011\. Hg
I--I--
.-- f-- - ~
'20
11.
• . • 12 I•
ALTIYUOE X 1000 FE.ET

2• .. ' 00
FIGURE 38
ALnTUDE PERFORMANCE AT 2400 RPM
TSIO-520-P
5-38
I
. 31.0 In. H~M.n Uord Pf.'l4Jr.

l-
I
I--
r-
--
210-
I
I 28,0 In. Ho
I
100- '--
I
'. T
(7.0Iflp- '1 0 - I -
I
110_ l -
T2$.OInp
T I
110-,,- -
! -
'SO- l--
i'10,niHe
- I
1<0- I--
I I--
1>0-
~, .o' n.[Ho:- ~ I--I-- ~ I'20- r-
L-- I-- I-- - I
I,g ·o'n.~
0
--. ~
8 11
.ALTITUOE X 1000 Fro

.. 20
..
,.
I j _ r-
I e--
'i -
FIGURE 39
TSIO-520-P
220
21.
I-- f-- ro'n.,". ",nlio'O P,....". 200 f-- '--

~
100
~ o. o In. Hg
'110
I-- 0 1 ( .Oln~.
11.
,,.
-1 1
l--
t- r O
'np 'so
1<0
T23.0 ,; ". i - ~ I--- ,30
I-
1--1- '20
t'··I"~ I-- -
--
"0
1 1 I--I--I--
::;...;0
- -i ·,?g
P"
100
D . • lZ ,6 .0 2'
go
ALTfTUOE X ICDQ FE£T
FIGURE 40
TSIO-520-P
5·39
t1 0
"00 Or
J11J1f He; UANI~OlO PRESSURE I
'50
}.. N.HtlJ i
'oo
I
231"., ~G .
'30
f- . -I-" 21 IN f-(G~
'20
. - :.- :.- - >--
,I"N.I"G.'
f-
--
0
r- f-- I -
'00
"" j
~:~IIIIIIIIIIIIIIIIIIIIIIIIJ 1IIIlllJ1;~
I , I I I I 11111 ! III HIli UII
:; ! I I I I I I I I I I
~ "t.I!i~~L1'I'YU~IN/HT
FIGURE 41
TSIO-520-P
i"i -
27 IN. HG. UANIFOlD PAES UR" I
'00
r- 2$1~. Hd i
I
23 IN . ..cG.
I- - I I
,.- 21~
D
..-I - -- '''~.HGI __ I-=- - f -
..
'00
..
c- f- - r---
!
.I
I
~IIIIIIIIIIIIIIIIIIIIIIIIII
~ I I I I I I I I I
EIWJ I[~
I ! I I I II III! ! IIII! 111!!l1 ~
i ... ~",-'rTtJOCIH"U'
FIGURE 42
TSIO-520-P
5-40
v
ti
x
c;:
~ .65S---+---+---+---+-~+---4---4---~--~--~---+---+--~120
~ .60~__
,,; ----
+-__+-__~·__~r---
__~~==FF~U~II~Th~r~on~le~B~s~F~C~~~__-+__-+__~
5
u
I_~
_r--
prO!>
~ . 55~--+---+---~~~~4---~~~--~--~---}---+---+--~
::J
u-
U .50S---+---+---+---+---+---4---~--~--~--~---+---+--~
w
'"
rJ)
2000 2200 2400 2600 2800

ENGINE RPM
FIGURE 43
TSIO-S20-T
5-41
320 -
/! Joo r--
~ J
Yv I ~
2flO f--
~/ IJ
260 f--
V a:
/ '"~-
~/
240
V ~
/ V/
UJ
Vl
220 g;-
/ // v / V ').~ t1 :I:
UJ
~~
V
200 ~-
/ V V 180
~
fi:-
/ VV / V
f-
~
160 ~-
V
~ // V ~
0
U
140 I--
Vy V / :/ 120 ' - -
~
V
/'
100 -
80- -
3, Y
Y 2i 3t 6
26
~8 1
T 2[0
1
JIB 41°
t BS. Dry MA~IFOL~ PRESrURE lIN. HG·i
FIGURE 44
TSIO-S20-T
5-42
~
/ :!
/
/ ~
I
0-
W
w
"-- -
I '"
~
- x - I--
w
0
::l
, t:- I----
~
CD
.
~ffl M'" ;:I; N
M
0
M re ID
N
N
\ \
N
\ :5
\ ...L\ 0
!\
<Xl ~
0
L L I' 'I L 1 l T I
1 BR~KE HOfmorER I
FIGURE 45
TSIO-520-T
5-43
~- I - -
J I ; ! -I - -
1//I /
/ II
~- I - -
/ I
j I S!- I - -
~
I f-
w
if
/ ~
co- x
/
w
0
~
I f-
I ~
..:
"'-I - -
\
\ \ "'- ~
\ \ \ \
\ \ \ \ \
-
g\ ~\
N_
..:'"'
r\ ~\ ?
N
M
7
\
\ 1\ \ \. \ \ 0- i--
8 0 0 0
~
0 0 0 0 0
8 ~
'i' 'I'"
CD
'I 7 N "'
N N
~ :;: 1 'l' I
rRAKEtORS~POWE~
I I
FIGURE 46
TSIO-520-T
5·44
~-
~ / I /
:!:-
II / I
// / II I I !:!-
/ I / I
/ / II I I ~-
'/ / I ~
VI { " §
.. co ·x
w
III 0
:;J
f0o-
I ...«
foo-
"'-
\ \
\
\ \ \ v-
\ 1\ \ \ \ \
~ ~\ ~\
... M ..,'" ~\ ~\ ~:\ ~ N-
\
\ \ \ \ \ \ \
s 0,
en
0
CO
\ 1\
R 0
\
Sl 0
\ 0
M
0
1\ 0
\
0
0
1\
0
en
\ 0
co
o-
~ ~
7 '" 'i' '" N
'I ? if 'i' i
~
8R~KE HOrSEPofER
I I I I I
FIIGURE 47
TSIO-520-T
5-45
~-
/ v v I 1/ ;'!-
j / I / I
)1" / I / ~-
1# / / I/ ' I/
;jll
II / (
~-
11/ / I ~
I / II §
0
-x
II w
0
::>
>-
J , f-
-'
<:
«I-
I \ 1 \
1\ \ \ \
1\ \ \ \ \
\ '\,. \ 1\ \ \ N-
~
~
...
,
to
M
\to\
..,
~ ~\ ..,~ ~ ~
"'1\
\\ 1\ \ \ \ \ 0-
8,
0
f3>
'I
0
'i''"
0
7 '"'" ''"1'
L
0 0
....
L
0
'l"'
0
1 if
0
'" - ~
~
I I
iRAKEtORSyOWE~
1
FIGURE 48
- TSI 0-520-T
5-46
~- f---
~ WI
v/ If
'!:- f---
I ~
VI
v v
/ 'j ~- .---
I/; /
/ II I I e- f....- -
rl// II I w
~-
V I 0:>-
8
e
~-
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:::>
t:-
....
\ :\ <D-
-'
-t
r-
\ \
\ \\ 1\
\ \ ... ~ -
\ \ \ 1\ ~
\
\ r\ \ \ \ \ "'- I---
~\~ ~ ~ 11\ ~ ~\ ~\
\ \ \ \ ~ \
\ \ 0-~
~ ~ 0 0 0 0
8 0
:il 0 0
co
'I'"
Ol
'I I' ~ 'I'" ~ 'I I" 'i ~ T

BR~KE HOrSEPOfER
FIGURE 49
TSIO-520-T
5·47
:£- -
;i vI ; ! - t--
/ 1 /
V / / ~- r---
/; 'I II
/ / / I ~- -
/11
f
I t;:;
~-
,(
I
I a>-
~
x-
/ w
0
::)
!::-
/ \ \ I-
...J
«
",- -
\
/ \ 1\
\ \ \ \
~- r---
\ \ 1\ \ \ \
~\~
u.. M ~\ ~ g\ ~
'" ~ N- -
\\ \ ~ \ \ r\
'\ ~ ~
\
'\. \ 1\ \ 0- -
~
0
~
g
N ~
0
;:; 8
N
0
-'" -
0
co :::
0 0
<D
I"
15
I"
0
f
I ~RAKEtORS1POWE~
I
FIGURE 50
TSI0-520-T
5·48
200
/' ISO
/
/ L 180
."
/ / 170
e: /'
:/ /
m 160
.... r-." v
V / C
(1)"'- ISO m
-r-C> ..,r
tsl
I Ooe: r
[7 V
,&:.. /' o
o.=E;U 140 ::Ii
\C V ;::
~<m CD
I (I) til
..........
~\~ 130 ~
<csj;'?'
~~ ;:!
m /'
120
::I:
'tJ V V 110
V
/' ~ V 75% 100
V V ~
v 90
V- I--- ---II MINljUM AtOWArLE FjEL FLfW
V 65%
--- eo
150 160 170 ISO 190 200 210 220 230 240 250 250 270 280 290 300 J 10
BRAICE fiORSEPOWfR
:!
II ~
/
/ S!
/
>-
IX)- I-~- f - -
/ §
x- f----
/ "'- -t:-
w
0
;:>
-
II ~
.
/ ...
/
/ N
0
/ ,.,
It> ....., 0
:< '" IX)

'"
'<t
I' I'
,!. I I I
1 T
MAN:FOLD iRESSYRE. I~. tiG.
I I
FIGURE 52
MAXIMUM ALLOWABLE MANIFOLD PRESSURE VS. ALTITUDE
TSIO-520-T
5-50
"'cm"
r-
<- TELEDVNE CONTINENTAL MOTORS
Z
.en c.. ~ FUEL J~.J~C~~:E6U;~R~~~~~~~ ;~:~~~~~ PSIA Ij
»~m -1--+-1 I I
1""' ....
0 I .---II
I""'--t ."
c: FLOW LB/HR .,",,- BHP X Rated Fu.' FI"", E
m
-t~O r-
~mZ Z
0 0 "," :;; 50
.::z::C !:l
(5
~Om 2 ENGINE MODEL
." t--
Q:IJI"'" c: 1~31l1l
0· en "0 !! 3: 6-285
_mCl:) ~ 40 6-320
Z t--
Ul r- T6-32O
I
Ul ~
'" TSIO-360
00,,:IJ
m ~ 10.470 t--
m:::e- IO-S20
U1 TSIO-S20 (Except Ll
- :"==c:
"mZ
-t:IJI""'c",
m
'"~
:Jl
m
JO
GTSI()'S20 t--
I
~I""'l -t ;)!
1""'--" i=
m--:IJ 20 ~~~~2\~~~~~~~
~ ~ m
:::e"en
m»en
_<c
C):IJ ~
1~~~~:!~~~~~~~~~~~~~~~~~~~~~~~~~~~~So.LI. .I- t- -i3 ~ 10.000 Fe.--t------
»m 10 i- 20.000 Ft.
enl
Idle 20 40 eo 80 100
en "RATED B.H .P.
"
;;
36
FULLTHROTTLEADMP
I
34
I I /
0
:r
~
32
- /
,,; 3D /
~ /
a:
<>-
:Z.
«
:<
28
! i I ~<?/V V ? 300
280
~ '/ /
>-
a::
0
26
oq"O 4' / 260 a:
/I<?~ li1~1_-l(- ____..
,,; w
--
J
24
'"
« ~
----- 240 it
, ~i
V V>
22
-V i I J IX:
o
-~T-vr~--'---~; -r~- 220 :;
20
/ -.JZ -- --J--~--~ 200 ~

~
«
cr:
1-----
/
T . rf-- - -+-~ FUll RICH MIXTURE
180
X
;;:: - - 160
X
CD
Vi
CD . 70 -- V I-. 140
b<
...J
,,; I
5u .65 FULL THROTTLE BSFC l.--1 120
...J
W
2 .60 ......... V I /
--
100
U
w
B; .55
,/
~ r--
r-- PROP LOAD BSFC V
1700 1900 2100 2300 2500 2700
ENGINE RPM
FIGURE 54
TSIO-S20-UB
5-52
[ "i11I""'''''I' I i11I' I '1""1" I ii!!lIiIlilil I""I""I'''!I'''I liII'I""I""l'ililij!iiii"I""I""1 liiill!iiilil'll'''li il"i"!iiiII'i1111"I!!III""I""i 1""1 1210
'+-~~-+-f+-~,-~200
i-+-~-4--~~-+~--+-~-+~~+--t-i--r-i--t-1--t-~Jf7l~r-l'90
NOTE:
+
a------t--r MIXTURE CURVESSKOWN ARE I 180
BASED UPON PROP LOAD CURVE, I
tt- 170
."
e: 160
m r.1 - . -~!--+-t- 150 'T\
-Ir-."
(1).,,-
-r-Gl
t rT~'l'l~"" "~~. , '~L_
-1- I I i i i- 1- - -11 -+- 140 ~
:;;
U\ 00e:
! !~ ! ! ' , ; ____ I_ - .:.-L---+--1- o
~ en::e:D 130 ~
W N m -i---:l ---~-, -:- -~-- ~---i I " , I I I I r
C<U1 -; i I i--_L_~ ___ ----t-b\~\-<.'" BEST POWER 120 V' '"
C~U1 I
1 I '~ __ I + MIXTUREIRd3F
.1 110 ~
aJm
::z:: .J.jj±Lctt$-f~O' '00
1 PEAl< EGT 90
" i-. --i ?~% _~r'.--_r_·-'--_-_r:~rF· 'i I leo
MINIMUM ALLOWABLE FUEL FLOW
o
I , _1650 F EGT AT TVRBT I N r : ::
120 140 160 IBO 200 220 240 260 280 300
BRAKE HORSEPOWE R
420 0 F. AVO. CHT
1800-:ZOOOF. Oi l
2700 RPM 300
~ 2&00
500
280
i / ~~ 2400
260
r-- --t-
i
I / 0 t/'I! 2300
2200 240 !i
l---- t- /- ~ v/ v/ t.t<, 2100

220 ~
~
'/- ~ V V- j.e: I
/
%
'"o
/~ 1% V v I--
, /
2000
,
200
180
w
"<
'"
CD
v
~ v/ / V to ,,
1800
~t//
160
V
~V V V 140
V
VV / 120
V
V 100
V
/ 80
60
18 ~ 23 ~ U ~ ~ ~ ~ ~ ~
A8S. DRY MAN IFOLD PRESSURE (IN. HG.I
FIGURE 56
SEA LEVEL PERFORMANCE - FULL RICH MIXTURE
TSIO-520-UB
5·54
420 0 F AVG . CHT
l S0 0 .200o F. OIL
320
2700 RPM
~ 2600 300
~~
2500
2400
280
h ~ V,.,. 2300
260
~0 I
v/ 1 /
2200
240 w
a:
~ ~ X' l>1 ./'"

2100
220
~
tll
a:
i~ ~ ~ X; ~/ --....
2000
~/ o
J:
~~ >(>Vy l-\\
200 ~
X ( ..
o- <{
1800 a:
,,- .. -
~ ~\\ y . .
,~
180 '"
J/. ~~ ~ 160
h~ ~ )0 k\ ~~ V'" 140
~ ~ D9. ~\ lY' "-- RECOMMENDED CRUISE

120
V\ \Y
~ ~V \y 100
>\fY 80
)/
-
18 20 22 24 26 28 3D 32 34 36 38
ASS. DRY MANIFOLD PRESSURE fiN. HG.1
FIGURE 57
SEA LEVEL PERFORMANCE - BEST POWER MIXTURE
TSIO-520-UB
5-55
I NOTE:
l>
I 1. FULL RICH MIXTURE
2. STANDARD ATMOSPHERE
! ; WITH ZERO RAM
!:i f - - r-320
3. AIRESEARCH TE06S9
""'4 36 IN . HG. MANIFOLD PRESSURE I TURBOCHARGER
C 4. CORRECT BHP FOR INLET
t - j-3 AIR TEMP. AS FOllOWS:
o 34 r-- lal ADD 1% FOR EACH 6"F.
m t - j-2BO f---- BELOW Ts
32
"'C lbl SUBTRACT 1" FOR EACH
m 6"F. ABOVE T.
t - 1-260 3D t-
I -I--
'::0 !---t-
f:::
- ---- -----
""'4'T1'T1 ::a 28
r-- r-- -..... r----
'-~
°0- '" 1-240 t-- r----
- C) m ,
!.It 0::0 C '"::r
~ cit 3: :tI r-§; t-220
~ r- I
I
Q\ I\)
cr>
l> m
z U1 -0
~
..,
--
f--
24
r-- --
c: 0 0::1
-~ 1-200 -- -
mm ~
" t-180 22 - -
--- - l-
~ t - 1-160
f.-- f.--
N
...., I
~
o ! - - 1-140
,....... ---I -
o
I
::0 ! I I
"'C t - !-120 I
4 6 8 10 1~ 14 16 I'B 22 2~
3: I j i I 21° ! -I 2t
1 I 11- 1 '
I Al TI~UDE X 1000 r EEr I
I I I I i i I I I
I
! i NOTE:
r-- t-320 1. FULL RICH MIXTURE
> ! 2. STANDARD ATMOSPHE RE
I WITH ZERO RAM
~ r-- t- 3OO 36 IN. HG. MANifOLD PRESSURE
! 3. AIRESEARCH TE0659
-f r- TURBOCHARGER
~
34 I 4. CORRECT BHP FOR INLET
C - 280 -+--L AIR TEMP. AS FOLLOWS:
C 32 la) ADD 1~ FOR EACH BOF .
~
m ~ -260 '-t- - ~ BELOW Ts
---- 30 ~
Ibl SUBTRACT 1% FOR EACH
"'C ;--
'":II ~ 6°F. ABOVE T.
m -240
r" 28
--- ;:-r=::: ::----- t;:
-fD --
(1).,,"11 I
'"'" I-- I-
-0- r~ -220 - 26
! i l -t--
til ~ I--- r- :
I ~ I i-
i
- '--r-----
0
til
°D"
tn~C
N>D t--~ t-2oo I
-.J r--
C?Zm " I--- ~ i
t - t-180 f--
COU'l I I
I---P I---- ! I
,
m m <D
t - t-160 =t-o
~ -: , i
:
--- --r-
N t-- -140 r--
I
en I i ;
I
C -120 I ! I i ! I
~ I
c 0 2 'jO 14 16 18 20 24 26
D ? ; , ,
1 j t I 1 I
"'C
i ALTITUDE X1000 FEET i
~ I I I '
i I ~---j
I
I ! 1 !' I
: .! I I
!
I
I NOTE:
I--- 1-320 1. FULL RICH MIXTURE
> 2. STANDARD ATMOSPHERE
! WITH ZERO RAM
~ I--- 1-300 3. AIRESEARCH TE0659
-I TURBOCHARGER
C f--- 1- 280
: 4. CORRECT BHP FOR INLET
36 IN . HG. MANIFOLD PRESSURE AIR TEMP. AS FOLLOWS:
C (0) ADD 1% FOR EACH 6"F.
m 34 t-- t-- BELOW T.
I--- t-260
"tI Ib) SUBTRACT 1% FOR EACH
32 t - - I--
:n
'" 6 D F. ABOVE Ts
m :l> t-240 31 I-- ~ h:- t--
30 --.:.;::,
-I~." '"Im 29 t--=:
0 t-220
j----.::
-: ~ ~
~ t--.~
°0-
- G) :0 28
VI O:xJ ~
C3 26
i - ~~
:xJ
V. ci. 3: C ::E 1-200
00 !'.) > m m ~
:c -
'?Zcn 24 I-- I--
I-- f-- 180
COo I--- f-
tum 22 I--- ~ !
f--- 1-160 i-
~
I-- ~ t--
~ f--- 1-140
20_ ~
l-- i i I
!'.) !---- I
U'I ~ I i
o I i i I I
I-- 1-'120 I I
o I . I
0 2 10 '2 14; 16 18 20 24 26
:D i i ~ ! I Y I
"tI ' , I
3: ALTI!UDE 1000 FEET i
i . I ,
r I
I I
! I ! I i 1 ..
NOTE:
f - ~320 I 1. BEST POWER MIXTURE
» ! 2. STANDARD ATMOSPHERE
r-
-; I WITH ZERO RAM
I - '-300 3. AI RESEARCH TE0659
=i TURBOCHARGER
36 IN. HG. JANIFdLD PR. SSUR~
C I - -280 4. CORRECT BHP FOR INLET
AIR TEt.\~ . I>S FOLLOWS:
C 34 !-- r-- 1.1 ADO 1"" FOR EACH 6°F .
m f - 1-260 32
- I---. BELOW Ts
I Ib) SUBTRACT I'll> FOR EACH
"'tI 31 t--- l-
m r - I--- SOF . ABOVE Ts
30 t-
'"'"l> 240 - - r--
9:a ?;;
cn'TI'TI
-0-
x
I-~ 220
29
28
..::::::
- r-=::::: ~
t--= t--
;
UI
~
0:aG>
en 3:C:
~
26
I
-- r---: r::
f-~ 200 f-'
\C I\) » :a 1ft -
?Zm " 3!- ~ f-- I -I-
L--
180
COm
ED - ~ ,-
m ...... f- 160
~
i--
~
I\) f - 1-140
-
V
~ V-
I
.c:a.
-- -
I
o i I I I I
,..-- -120
o I
0 2 4 6 10 14 16 18 20 J.. 2~ 26
:a I I ! I
i Y T I
"'tI
ALTI;TUOE i
!: i
kI l000'FEET
; i I
I 1
I ! i I
I I I
I NIOTE: I
> r--1-320 : I i I. BEST POWER MIXTURE -

I I I 2. STANDARD ATMOSPHERE
i I
~ - ,300 i I i i I I WITH ZERO RAM
3. AI RESEA RCH TE06Sg -
-4 i TU RBOCHAAGE R
C I - t- 28O i I • I ! 4. CORRECT BHP FOR l/'IlET :-
C I 361N. HG. MANIFOLD PRESSURE i AI R TEMP . AS FOl LOWS: -
. I I : 1.IADD 1% FOR EACH SOF.
m ,260 I ! BELOW Ts
- 34
Ibl SUBTRACT 1'1(. FOR EACH-
'":0 32 I i 6°F. ABOVE Ts
"m I-l> t- 24O -l-
-4:13 iri ,
r 30 ! ! I-
-+=+==t:- --
cn-"''''
-0- e t-220
! r- t-- l-
-~
<J\ 0:l3 C) m 28
"0
I-
0- Uw!:C 1---- I
I-~ 1-200 26 . i ~
o N >::rJ m
'?Zm f,--f- I I
" l---- 24 I
-
COO) I - - t-I BO
Dl'mN ----I- I
V 22 ___ - !
- 1-160 f--" .
~ ~ 20 !-- f----t=:[ I
N t--- 1-140 V I I
c.,)
C - 120
I--- .i i , ! --.
o ,1 • ,I.
'0 2 4 6 i 10 12 14 Ik 18 22 24 26
:l3 I I ,
i I i I ; '/ ,i
~ : ALTITUDE X 1000 FEET :
! I I : 1
I
" ! i
i
l i J : i 1 I -,
1 I I I
i NOTE ,
f--- t-320 I. BEST POWER MI XTURE
» l"-
j 2. STANDARD A TMOSPHE RE
g - r300
I WlTH ZERO RAM
3. AI RESEARCH TE0659 r--
-; TURBO CHARGER
c: r - t-280
I 4. CORRECT BHP FOR INLET
C I AIR TEMP. AS FOLLOWS : t--
m 1.1 ADO 1% FOR EACH 6° F.
f--- 260
36 IN . HG. MANIFOLD PRESSURE
I BELOWTs -
'tJ Ibl SUBTRACT 1% FOR EACH
m '" 34
-I-
I 6°F. ABOVE Ts
240
-;~"T'I -~" 32 I
x I"'- t-- r-
220 I--
--t-- r-
UJ o -
- G) r-~ 3D
I
u. O:Dc fT!
I I-
e., en 3: :D 28
- N»111
t--~ H OO =
r-- - 26 1 r-
?Zen "'"
, . - r lBo
---- ---
C:Ow L--- t"'" 24
aim ~
~
I " - t-160
V ~
~ ~ i
N t-- r l40
32- I
N
o ~
--- !
o r-- 120
I
:D
'tJ - 1-100
--
i
I
i I
3: ~ 110 12 14 16 18 20 22 2t . 26
I !
I I r f I i I 1 1 1
I ALTl uDE X 1000 r EET J
1 1 1 I J
I I I
J1()
HarJ ,
f--- 1. BEST POWER MIXTURE -
> , 2. STANDARO ATMOSPI1ERe
! WITH ZE RO RAM
9 f- lOll 1. AIRESEARCH TE06S9 1-
~ TURBOCHARGER
c: I ~. aJRR ECT BHP fOR INLET
- "" AIR TtMP. AS FOLLOWS: f-
om 1_' ADD ' $ fOR EACH OaF.
~ , . DELOW T,
'U m
Ib) SU BTRACT I'" FOR EACH f-
~ IjOf. ABove T$
m ~~ 24. l6 IN. ttG. MANlf LD p~SSURe
I
~:O"1'l m ,.
(1)"1'1_ x I-
-010) -Il 22. J2
~
m
'" 9:0 c: JO , i-
.... <113::0 ~~ 200
... I\»m ~ f-
~zcn f- , ,.'"
C:Ool> ,
111m I- I
I - '00
" -I
~ "f - 14.
V I---
I\) I--
....
C> V ,." 1
C> f- - 120
:0 V 1 ,
'U I- '00
,~ 14 18 22
3: ? 1 1 i i 'r T !
..,I , i 't ":
AL~ lluD ~ ~ 1em rEET
1mrtmrtn
!J mrlnn IIlIm Inntrn 'lIIlmJ bmL
"'
20S
• : I I
' - j' r~, ~, ' t, 'm-tf
195
~ I
,
:!--+-
"
J. ':: I
NOTE, SPECIFIC WEIGHT OF I .
i85
GASOLINE ' 5.87 LB.-U.S. GAL. I, i ~ I
! : I I~ ' - :---;--r-----t-
175 I " I I : I ' ! !
"T1 165
c: I I I :I dJ--W-~ -i- W,--I----+~
~p! 155 i : . ; I : ! !
!:!!"T1::!! c --I-~1-_i_--l-1~-,.-- !-- ---1-
~ 145
Ul orC) : !
~
1M
In°C:
I\)::e JJ ~ lJS I T~l :AV
i;; .L I ~I L" 1.......-1
«?<m ~ 125 ! /:~
<eng) L; ~~_~
m' U1
aJ 115
MINIMUM ALLOWABLE
:J: -~~-t---+---t-~~~~-~+-~--'--l~--t;~t-~t---FUELFlOWWITHOUTEGTGAGE
"tJ lOS
I I
I I 1_ ~LJ
I .T
I
FOR OPERATION WITH EGT GAGE, THE FOLLOWING
-,I...c:.~I---:;>~=----\-::_'f--::->-¥'--±-';:-:-:::+_--i-_~i_LIMITS APPL Y:
I POWER MAX
1--~~~~=---~-~~I--~--+--4-~I---~I--~-~ RPM ~
I 233 2450 ft;:,oF , RICH OF PEAK
PEAl( EGT
~
171 BHP
! ~~ ~~~ISE PEAl( EGT --
~ . RAN GE
160 170 lBO 190 200 210 220 230 2~O 250 160 270 2BO m 300 310 :no 330
BRAKE HORSEPOWER
Ii
:I: 40.0
~ FULLTHROTTLEADMP V
J-t--- ---
vi
~ 30 .0
~ 340
PROP LOAD ADMP
~ 20.0
:lE I --, 320
>
a;
c
vi
'"
~
~:0,,,-"c.q)
4 /
/ 300
./",y.~o I 280
/
/
/v""
" / 260 ffi
3
/
/
Vf
/ 240
o
CL
tI:
a:;
~ o
---fsr
/ (J>~/ :J:
220 w
/ 200 '"
>l
~
cc
/ q,1?:
-- - I 80
ci
:I:
.75
/ 160
~
:I: .70 V
~ r--,. / 140
vi
'"
...J
vi
z
.65
"'-, /
/
120
8.....
w
~
.60
V '-..... --.. FULL THAOITLE BSFC / ~ 100
"'-
~ .55 PJoP LO~D BSJC _
/V
CL
U]
80
.SO
1700 1900 2100 2300 2500 2700

ENGINE RPM
FIGURE 66
TSIO-S20-VB
5-64
l>
r SEA LEVEl PERFORMANCE ALTITUDE PERFORMANCE
~ 10)0"'.·..... , """"" __
-t ,,"" ...... 100 .... , .. OOO.'feoo-o •• ' ... · • .,
§~~i~~7~·i:!:;:·~'~~-, ~ ~
I ! 1! i
c: MAlcoN~INUJUS n~ II.pL 40.~ IN. H'G. A.d"u. .\Q,5IN;HG.
,>0 i
C
m
,~. " •• ~ ,~"... n. ", .. ,...
:::=,~~~~:CO:,~,.=:~::,... '.
.It ·., ........ O. \ I'' ~'Dln_1
-[ ,-:;OJ":
,,'f-.!,...t-er 1"
~...t;Jl# /
310
-- ...:!! -
"f'Ci
"'0
m
:::D
i-+- ' L71~ / ~ ~ >IlO
1,,\ J I
Jl." IH. HG.
j 1.,1/'/ ,.. 1\ 1'-..1 I
~~~
"'T1
0
-t:::D -t- . ~~
,4l ldlJ'
IY
24.
210 210
MAX. CRUISE 1450 R' .... )Q.8ui. HG. ADMP
AlTtRNATE. CRUISe 1300 AI'Mll .0 111. Hti . AD"'f'
f-- f- -
'" f')QJr~:·,~. Nl,
~
~~r
~~~.'NHG_
I
i j
I'
1 ;
~ Ol>C> L- , 100 -
",~. ! !
~
, I Z c:
f:; ~n:D - ~,.6~§' -! ~~' 180 \80 ~ 1'~ t'\ 'r- H,G _
23.0 IN. Hr..
omm 150 160

~~ i'-t" ~~~
I ~ ..iQ9 l'\.
<l>0'l ~Y -R(COMNENOEO eMU IS!: R'HHON ~ ~ t\~O Ir~. "G.
aJ-t"'" ~ IjEsTTeRjlxTuA1E) I 140 --

w 120 120 ~
~
~ tl I I I I I I I I I I I I ~ '00 100
;Z 4--1--- I I I I I I I I I I I ~.. '" I
~IIIIIIIIIIIIIIIIIIIIIIII WI Itillll~
J: €I I I I I I I I I I I I I moo
C> ~ 1 1 1 1 1 1 1 1 1 1 1 I ~ ..
m
C>
12 2' 11 21 30 :11
,t.8S. DRY W4NIFDLD I'RIliAII'U IH. HG.
3A J6 33 .. ., i
~
t 'I l • I • 1 • • 10 U 1:1 U ,. ~
~R£AURI ALTITUDE IN TMOUSAHi)S _ F(fT
... If .... "' Jl n lJ H l'5. " n n '" '" l\ Jr llJ.l
m ;
~
·Uninstalled performance with exhaust gas back pressure of 39.1 in. Hg. measured at inlet of turbine
at full power and speed.
~
g SEA LEVEl. PEAFORIoIANCl ALT.fUDE PERFORhiANCE
-I
C
C
m
~~:="=c<~,<'"'
'~~"n 'ULL."'U~.,,~
LI,..I."'(JIII~I ... \I~A.-
OoIUI ....
(DC...nr"'-"'~'''.''I..' . &.lIt''QII.'
~A.";!(~.. '::~'~~·tr~::\'c:~
nI ~~~~:~L',~:orf'~J"~ 'I
III I tt II I
""
310
~oB--+--+--+--+--+--~~~--+-~-+--~+-4-~~-+-+~-+-+-+-1-~~~------~.+a
'"~~~==~=f~==f=~=f~~~~~~d-~~Jm~+-~~-+~+-r+~~~+4~
=~-~~.--~~-~-+~~+-+-~~~~~~~J-~~~-+~~-++-~~~+a
"'C
m ~~;~~+--+--r-+--.~~~r-~-+~
::r:J ~-~I--t---l----\---+---t ,"0
." i : I :
0 ---1 - 1---t-+---i-----Y-7"!-++--+-iI-+-t-----f;1,'" ' 4
-1:0 ....
J- : - no
~3::!!
-+
~ 4 ---+--~O".d>)(",,<;),-
I
U\ o~C') 200 '00 Il---+---i .. +-+----f +--1- 1-
"-"'K.~'l..'\N1 . i. 1
0.- o,ZC
0\ N0:D
gmm
,til
-t j ~'l"l""~ 23.0 IN. MG.I I
~W--H--t-t-t--H----jo&"
<~O) ~-+--~~~~~H-~~-+--~~~-+--~~~~,~ ,., I'i I -I-
CD
i -:- ·: I~
\Xl
to) ~~~-+--4_--~-+--~--r--+--4_--~~t" '"II I I I 1 1 1 1 1 1 1 1 1 _111111
N
~
: I I !. III
l--t--- I
I
I Il J I I I II III! ITI [lllllll:\lil.111111

~
~111111111111111111111 JIIII Itill II ~

!l I I I'loo
I
~
m 18 '20 11 2-4 ,. 26. 30 )AI ,. )8
'0 1: ) , 5 , r I 11 JQ 11 11 lJ M Jo!io .. II 'I! 11 :'0 11 U 'J ,. lS n n "'.,.. )0,)1,1»JII
G') AN. DRY frtotANIFOLO PR'ES$.UR~ 11\1. HG $lRf;$(URE A'lTITuOE IN THOUUNDS - FlU
OJ
"'C
~Performance data shown are as installed in an installation which produces32.7 in. Hg. abs. exhaust gas
static back pressure measured at inlet to turbine at max rated power (such as Cessna 402C).
B--~--+-+---~I--+'----+-+-+- '- +----t---J---+--s
42 e---+---l----tl --+-·--+! I I
1/
I i
- r--i---t--t:l
i
~--+--+-~---rl-r--~-r-B
1
40 EI--+---+--t----+-t·- ---t------i-I+-;-'---- - - f - ,,- -
B----;---t----t----i
! I! 1/ +--+
. __ +1--+--+- -i:::I
3B --t----+-----i--__t__ -
I I I '
--I---t--+---- t --. r---t-.t----I---t---r-

1 I I
w
a:: I I I Ii !
~
ttl -- r - -
.
ttl
W
ii~-l/~" +- ~l- -
a:
I>. 36
~
--t---t---T-----t--..----1-i -- ·t--- --
u
<t:
III
ttl f--
<t:
I!I
tii~ 34 -- - - - --+--+--+--
<t:
:r
><
w
II
32B---+--r--+--~-+-/~-+-----i--+-~-+--+---a
30e--r-~--~~, -_~/~~--+i--+--+---+--r--r-~
I / NOTE; EXHAUST GAS BACK PRESSURE
MEASURED AT TURBINE INLET.
34 36 38 40 42
ABSOLUTE DRY MANIFOLD PAESSURE
FIGURE 69
ADMP VS. EGBP
TSIO-S20-VB -
5-67
....
.-
"'1
20 V 20
~ /
m
-f '. L
m NOTE : lHIS DAtA ,s APf'ROXI~Al"E WITH
!I '"
-f:xl FUEL PRESSURE GAGE I\T SAME'
fJ)m ,. ElEVATION AS "'ANIFOlO VA.LV£ AND
WITHOUT :NflUENCE OF OIFFERENTI~L V ,.
-0 F1UEl HrAO 11 GAGj LINE "
o
,"TI I L
~c NOT£: JHEC.}FlOWIVS. P!ESSU!E AT I
om." " / "
.r- r· ,J·i &: 6iSIGAjD tOl-E.
~c.. ." G') 1 / ~
CJI 0
, I \ I I I
•
0\
rc 11 NOMINAL- TOLERANCE! .2:5 PSI c:
_3: 0:0 V 12
00
z~m 1/ ""
- ......
"0<0 I. 10 i
~ fJ) V
V ill
_:xl
~ I
/ I
»:0 • •
."m
fJ) V ..
fJ) ./
C 6 V
:D v •
m V
v
• V
20 <0 <0 80 100 12. u. 160 '80 200
·
FUEL flOW· Lbs IH(
MAX. CONT. MANIFOLD PRESSURE
32
/'
30 ipROP !OAD LNIFOlo PRJSSUR) V

Vl
C/)
~
'"a:a.
:<:
'"
::;
28
26
L-----' .-------- ---
--- ~
260
240
iio
24
--- --- MAX. CONT. BHP
/ 220
Vl
'"'" -----
/~
22
.--- V--
V --------
/
V
200
180
c:
~
o
V V ./"
/
160
fu
Ul
c:
PROP LOAD BHP o
.-/ l:
w
V
140 ~
a:
/ 120
OJ
./'
.65 100
MAX. CONT. BSFC

.60
r-- r-----
--- --
.55
~
r---
PROP LOAD BSFC
.50
1800
I
1900
I 2r·
2100
I
2j 2j 24 °0
!
ENGINE RPM
FIGURE 71
L/TSIO-S20-AE
5-69
FueL FLOW · LBS IHA
12 re ~ ~ ..,0 § ~ ~ i ~ ...
0
£ Ii!
~-
~-
\~
~-
_\
""
~-
1\ '\
\ ~-
f\ 1\ ~-
\ \
~-
\ \ ~-
\ ~
\ \\ ~ ~-
\ \>\ 1\ \ . . ~-
~ 1\ ~r-\~ ,-I - ~-
\ \
60~;'- i ~-
\ \ \ I-t
\\ ~ ~-
1\ ~
\'i '1\
If.
~-
\ \ \ \ ~-
1\ \\ ~-
\ \\ ~-
FIGURE 72
L/TS I O-S20-AE
5-70
25() ~
v
/ 240 ~
.,fP~r V 230 r -
/'
V ./
V
220 f - -
~
,/
/ V
V ~v . 210 I--
/ 200 f - -
V /
/ ./ / /' 19C1 I--
V /
V / ;:/ "
V
V
180 ~
V / V j
/ / / /' ~ 170 -
/ /'
V VI
V / / /
V
~#'/ 160 -
~/
/
/ / / / V/V -
~
15()
/ / V / V ../' 1.co f - -
V / V V
L / /" 130 I--
V
V / V
/ ,,/ V /' 120 I--
V V V
/' ./ V 110 -
/ V /
/ / 100 -
,,//V
90 -
21 22 23 24 25 2li 27 28 29 30 31 32 33
!AANI~OLD PRESSURE· IN. HG.
FIGURE 73
SEA LEVIEL PERFORMANCE
LlTSIO-520-AE
5-71
BMKE HOFlSEPOWEFl
~
0
('i: ~ ~ ~ ~ ~ . ~
0
.... ~
0
on ..,
0
8
/
/ / / / / ~
/
/ / / II II
/
/ / / /
/
1/ / / 1/ I :<:
/ / j I ~
-w
/
I I I
f
-~/ I / I ~
r-ez~ I
f
~~
< \ .,
g\
T\ \
ci
I
-~ r - '-- t-- - ~- ;1;
"'~
\ \ 0
~
..,
\ \
\ .\ \ \ \ 0
FIGURE 74
L/TSIO-S20-AE
5-72
BRAKE HORSEPOWER
Ii ~ ~ ~ ~ ~ ~ ~ ~ § ..
" ".... ~
"
re
I / / ~
/ / / / II
II I /
/ / ~
/ / l- II
I
/ r
I
/ / I I ~
I I
r-- - w / f I
I-- -~
a:
:::>
Ul
/ I
..
0::
0
I
~
r-- -5...
z
«
- -:l: \
'"
ci
1:
ci
1:
~\
- I-~
'"~
-
\- \ \ \ ,-~
~
z
~
...
\
\ \ \ \
\ '\ \ "\ \ \ "
FIGURE 75
LlTSIO-520-AE
5-73
BRAKE HORSEPOWER
~
<>
~ ~ ~
0
N ~ ~ @ ~ ~ '"' ~ ~
'"'"
II
II / II I / : l ;:;
/ / / / :1 / 7
II
i II 7 7 I [<:
/ / I I I II Ii;
...'"
I I J
1
l2 )(
I w
g
t:
iil'&! / ~
11)
~
if I
9 II
~
z
'"Ji \ ~
~
r\ ~\~ \
ci rj
:-t\
:r: x
~ I- f-~ f--- f-~
.
0
'"
~ g ~
\ \
\ 1\
\ 1\ \ \
\
\ 0
FIGURE 76
LITSIO-S20-AE
5-74
BRAKE HORSEPOWER
~ ~ ~ ~ ~ § § ~ !i! ~
0
§ 5!
/ / I I / I I ~
/
II / /
/ / / I / II
iii
II II 1/ / I
J
II
I / / I ~
r-- / I
-~ II
Ul
.
r-- -fficr
c \
~
r - ~~
r-- ~~
..,
2:
\ \ .,
-?i t~\
- -~
ci
l:
"l
!::
-!t-
ci
l:
~ \
\
\r-~
ci
l:
r;\
\ \
ci
l:
~ \
0
~
\
l<:
\
..
\ \ \ \ \ \ 0
FIGURE 77
ALTITUDE PERfORMANCE AT 2100 RPM
L/TSIO-520-AE
5-75
METERED FUEL PRESSUAE· PSI
!'! ~ ;! ::! ~ :: ~ <!> ., t- oo

"' ..
~
§-
""" ~ ~-
"'"
'""- "- ['-...
~-
'\
I'.. §-
'\
\ 2-
~
\
:1:-
\
\
~-
'\
\ ~-
j
0-
FIGURE 78
FUEL FLOW VS. METERED FUEL PRESSURE
L/TSIO-520-AE
5-76
AVGAS 75·
300
/""
v
2
/
/V
/'
2
/ I
/
150
/ MAXIMUM PRESSURE DROP ALLOWABLE
ACCROSS A SUIT ABlE FLOW TRANSDUCER.
/
, /
I
/
II
1-0
0 .~ 1.0 , ,5 2.0 2.5 J .O 3.5 4.0 • .5 5.0 5.5 8 .0 8.5
PRESSURE DROP · PSI
FIGURE 79
FUEL FLOW VS. PRESSURE DROP
LlTSIO-S20-AE & TSIO-S20-AF
5-77
TAKE-OFF
~
3&
MAX. CONTINUOUS AOMP
CI
:I:
:J.4
/
~
III
III
12
/ TAKE-OFF 320
~~/
W
30 E~
a:
... 300
...:l:Z
>-
28 17
~.
'f><>
280
a:
o
to
...ED
26
/'
/ / 'l
If
260
"'~~
24
/ ...a:~
,. L 2~0
...o
o\)
22
cP~ ""~'" V '"a:
III
9";/ ~V
220-
200
o
:r
...
'"
a:
,/
V Y 180
«
a:
ED
;: /
...
:r
!!!
III
~
.65
.60 ------ ~ "-

/
MAX. CONTINUOUS BSFC
l - r-- r--
160
140
III
Z .55 ,/ P. L. BSFC ~ 120
oo
ul .so
~
ti
...
Il.
.45
ell
18~0 20(10 22°0 24 °0 26 00 28 00

1 1 1 1
ENGINE RPM
FIGURE 80
SEA LEVEL PERFORMANCE CURVES
TSIO-S20-AF
5-78
FUEL FLOW· Lb. IHr
~ '"~ '"~ ~ ~ ~ '"'" ~ ~ '" i ..'" .. Q
'\ ~
~
..
co
8
\\1\ '"
~
\ 1\\ ~
0
'"
'\ ...-'
....I
~
\
\\ III
J
Ii.
~
\ \ 1\ III
....I
III
.
g
'"
1\\
<l
3:
\ 0
.J
.J
'"
0( la
7~ \~\ :e;;!
...'"
-'L j ~
::E
~ z
i
to
Ie
\ r->~\
;J! <> ~
... \
l!! ~ o
\~\ ? ", / ~
"-
III
II)
rv
0::
~ y~~ o
~;;!. \0 :I;
W
~ :II:
~\ ~
\
<l
. IX:
'f.\ ....~ ~
lD
~
1\
\ \\ !\ .. '"~
\ i\ \. r--~
\ <>
~
\ i\\ \
\
;J!
::l- r-~
\'1\\ 0
~
\\ \
\
~
~1\'
\\ ...'"=
FIGURE 81
TSIO-S20-AF
5-79
.2100~IPM
~iAJ(IMI 1M I
/
0 /
~ II
,/
/ /'
L'V / V oon ~
// / /~
?M. ~
/ V/ 0
.
l:
V '""
II:
/- on
III
/,./
V.
'4'
"- I . RI cNGE
' M.
.8 'p 2 2~ 2 .8 :0 ~~
ADMP [In. Hg .•
FIGURE 82
TSIO-S20-AF
5-80
35.5 In. Hg. MANIFOLD PRESSURE
310
t---
--- t---. ........
I'---- ........
300
290
i'--.
280.
270-
...II!
261)- ~0-
....
250 '"o
II:
:I:
w
240
'"•or
III
230
220
210
200
0 4 B 12 16 20 24
AlTlTUOE X 1000 FEET
FIGURE 83
TSIO-S20-AF
5-81
310
300
-
MAXIMUM ALLOWABLE MANIFOLD PRESSURE 290
34.5/1\. HI/. (UP TO 18,000 FT.)
I--
---
280
..............
270
----- ...............
.............. f-...
304.5
33.5
a::
~
w
N 32.5
280 oQ.
W
\1\
3
r
\0.5
250
240
o"'
a:.
:r
w
'"II:'"
.
28.5
230
[\J
220
210
200
0 4 e 12 16 20 24
ALTITUDE X 1000 FEET
FIGURE 84
TSIO ...520-AF
5-82
-~r-- -- -- -- -- -- 240
-
-- -
29.0 In. Hg .
230
) -r--.
r- --...... r--.. ....
- --
28.0 In. Hg.
220
r--
r-- r--. r-- I'--- 210
28.0 In. Hg. -""r--
200
r---
--- I- 190
180
170
22.D In. Hg.
~ I--- r-
180
150
140
1311-
18.0 In. HS. 1---.....
~
l-- 120
110
100
110
0 4 8 12 18 20 24
I
ALTIT\,JOE x 1000 FEET
FIGURE 85
TSIO-520-AF
5·83
2411
~ 30.0 In. fig. '-lANIFOLD PRESSURE 230
.l
- i--
r-:- r-- I--. 220
-
26.0 In. fig.
...... 210
~
26.0 I~. Hg.

'----;-
-= -r-
200
190
r--
--- I-- 180
170
a:
'"
;t
oQ.
W
til
II:
o
x
w
160
22.0 In. fig. :€a:
r-- I- m
~ 150
140
130
120
~
I--- ~
16.0 In. Hg.
----~ 110
100
90
? 1 ~
12 ',6 20 24
I I t
FIGURE 86
TSIO-S20-AF
5·84
,
240
230
220
-r--- r--
--
210
- .1
28.0 In. Hg. ZOO
.........
r-- 190
~
26.0 .1
--
In. Hg.
180
r-- r - r--:...
I-- 170
160
150
22.0 In. Hg.
:..-- - 140
130
1ZO
110
1---
18.0 In. Hg.
1--1----I-- 100
90
0 a 12 16 2~
2fI
I
FIGURE 87
ALTITUDE PERFORMANCE AT. 2300 RPM
TSIO-S20-AF
5-85.
240
230
220
210
--
30.0 In. Jig. MANIFOLD PRESSURE
- r-- 200
28.0 In. Jig.

r--
""'-
- Hili
0::
w
-
r--- 180 ~
o
.l ---- r--- Q.
w
- - --
<II
r- 26.0 In. Jig. 170 a:
o
~ :r
w
16D
'"~
10
150
140
22.0 In. Jig.
~
130
120
lIa-
r-
0
lB.O In. Jig.
:.---~ --
4 ' [2 16 2[0 24
100
90
FIGURE 88
TSIO-S20-AF
5~86
",
:M
FU~~ THROTT\.E ADMP
,,/'
V
'/
-- --
30
at
~~OAD DMP
MO
I-
-
22 320
/~
/
/j
UO
/
/ / 260
V
FULL THROTT~E POWER / 1/ - 240
/ / 220
/ / PROP LOAD POWER

200
V
/ 110
Ii
~ .70
V 1110
"!!!
uj
~ .110
/ PROP LOAD (BBFC RICH)
~ 140
uj
z
o /
....
u
~
.50 120
......u
.40 100
MINliUM (IAN) BrC
1100 111410 1_ 20G0 2100 2200 2300 2400 2500 2100 2700
ENGINE RPM
FIGURE 89
TSIO-S20-CE
5-87
-
RPM- 340
I
27,00- 320
Vv 2600
I
2StO-
,V 'i~ 24,00
300
280
l'iV ~V 2300
1
220 0 _ 260
~ ~ V/ y/~ 1
2100
20'00- 2.0
~ ~ ~ f<S tt::
V
~ k2 g ~ ~
220
~ b'<; ~ 2 v
200
~ ~ kX gs f',.
lBO
7'
I ~ (6<~ ~ "- RECOMMENDED CRUISE

RANGE
i 160
140
1
~ ~ I>-t>9 12D
~ 9' '00
Y
18 20 22 2. 26 28 30
~~ .~16 ,.~a .. I .
·'nd"l·l- .~. , :
32 ... 1.
ADS. DRV MANIFOLD PRfSSURE IN, HG,
FIGURE 90
TSIO-520-CE
5-88
340
-
320
- ---r--...
300
2ao
260
f-.---- C- -r--
240
-
--
220
200
~
!
I--'"
~'80
_ 160
t
-
i
I
!
NOte:
I
CORRECT l%/6"F FROM To
'" 140 I
. : : I I
I
~120i
,oLTlTUDE X 1000 FT.
FIGURE 91
POWER CHANGE VS. ALTITUDE
TSIO-S20-CE
5-89
ruEL FLOW LB .lI1R.
. ,l 0
'T~: ;~r.: ::.~ .
. ~ .
. !...... ... ~ .
· - t-·-
I
: i
'-" . -"r'--'
.!
CIoI
:.. ! .....
.. -L!-~"·i"'''·-
;
~ .. ,.
.\
)
FIGURE 92
TSIO-S20-CE
5-90
230
220 V
210
r
NOMINAL TOLERANCE
•. 25 SI I I V
GAGE REF. TO DEICK PRksSURE
WITH NO ELEVATION CORRECTION /
V
200
V
190 /
V
lao /
:J: /
... 170
Do.
r-- t-~- /
0
...
....I V "
'-- ul- 160
-
...::l 150 V
14D /
130 /
120 /
110 /
100
/
90 /
8D
/
1 T 'r ?
~ETER~D FU~L PREISSUR~
1,2 1,3 1,4 1,5 16
1
117 17.~
-:g
I
FIGURE 93
FUEL FLOW VS. METERED FUEL PRESSURE
TSIO-520-CE
5-91/5-92
SECTION VI
ABNORMAL ENVIRONMENTAL CONDITIONS
The following adverse coriditions should be given special attention.

They are: Cold Weather Operation, Hot Weather Operation and
High Altitude Ground Operation. The information that follows
may be helpful to the operator in obtaining satisfactory engine
performance while operating in these conditions.
COLD WEATHER OPERATION

(Ambient Temperature Below Freezing)
NOTE . . . Prior to operation and/or storage in cold weather. assure

engine oil viscosity is SAlE 30 or SAE IOW30. I n the event of tem-
porary cold weather operation, not justifying an oil change.
consideration should be given to hangaring the aircraft between
flights.
Engine starting during extremely cold weather is generally more

difficult than during temperate conditions. Cold soaking causes the
oil to become heavier (more viscous), making it more difficult for
the battery to turn the engine over. This results in a slow cranking
speed and an abnormal drain on the battery capacity. At low t~m
peratures, gasoline does not vaporize readily, further complicating
the starting problem.
False starting (failure to continue running after starting) often

results in the formation of moisture on the spark plugs due to con-
densation. This moisture can freeze and must be eliminated, either
by applying heat to the engine or removing and cleaning the plugs.
Preheating
The use of preheat and auxiliary power (battery cart) will facilitate
starting during cold weather. This procedure is recommended
anytime the temperature falls below 30° F. and the aircraft has been
cold soaked in excess of two hours. Successful starts without these
aids can be expected at temperatures below normal, provided the
aircraft battery is in good condition and the ignition and fuel
systems are properly maintained.
6-1
The following procedures are recommended for preheating, start-
ing. warm-up, run-up and takeoff.
). Select a high volume hot air heater. Small electric heaters which
are inserted into cowling "bug eye" do not appreciably warm the oil
. and may result in superficial preheating.
WARNIN G ... Superficial application or preheat to a cold-

soaked engine can have disastrous results.
A minimum of preheat application may warm the engine enough to

permit starting but will not de-congeal oil in the sump, lines, cooler.
filter, etc. Typically. heat is applied to the upper portion of the
engine for a few minutes after which the engine is started and
normal operation is commenced. The operator may be given a false
sense of security by indications of oil and cylinder temperatures as a
result of preheat. Extremely hot air flowing over the cylinders and
oil temperature thermocouples may lead one to believe the engine is
quite warm; however, oil in the sump and filter are relatively remote
and will not warm as rapidly as a cylinder, for example, even when
heat is applied directly.
Oil lines are usually "Jagged" with material which does an excellent
job of insulating. Congealed oil in such lines may require con-
siderable preheat. The engine may start and apparently run satis-
factorily, but can be damaged from lack of lubrication due to
congealed oil in various parts of the system . The amount of damage
will vary and may not become evident for many hours. On the other
hand, the engine may be severely damaged and could fail shortly
following application of high power. Improper or insufficient
application of preheat and the resulting oil and cylinder tempera-
ture indications may encourage the pilot to expedite his ground
operation and commence a takeoff prematurely. This procedure
only compounds an already bad situation.
Proper procedures require·thorough application of preheat to all

parts of the engine. Hot air should be applied directly to the oil
sump and external oil lines as well as the cylinders. air intake and oil
cooler. Excessively hot air can damage non-metallic components
such as seals, hoses and drive belts, so do not attempt to hasten the
,preheat process.
6-2
Before starting is attempted, turn the engine by hand or starter until
it rotates freely. After starting, observe carefully for high or low oil
pressure and continue the warm-up until the engine operates
smoothly and all controls can be moved freely. Do not close the
cowl flaps to facilitate warm-up as hot spots may develop and
damage ignition wiring and other components.
2. Hot air should be applied primarily to the oil sump and filter
area. The oil drain plug door or panel may provide access to these
areas. Continue to apply heat for 15 to 30 minutes and turn the
propeller. by hand, through 6 or 8 revolutions at 5 or 10 minute
intervals.
3. Periodically feel the top of the engine and, when some warmth
is noted, apply heat directly to the upper portion of the engine for
approximately five minutes. This will provide sufficient heating of
the cylinders and fuel lines to promote better vaporization for
starting. If enough heater hoses are available, continue heating the
sump area. Otherwise. it wil.1 suffice to transfer the source of heat
from the sump to the upper part of the engine.
4. Start the engine immediately after completion of the preheating

process. Since the engine temperature will be above 32°F.. use the
normal starting procedure.
NOTE ... Since the oil in the oil pressure gauge line may be con-
gealed, as much as 60 seconds may elapse before oil pressure is
indicated. If oil pressure is not indicated within one minute, shut the
engine down and determine the cause.
5. Operate the engine at 1000 RPM until some oil temperature is

indicated. Monitor oil pressure closely during this time and be alert
for a sudden increase or decrease. Retard throttles, if necessary, to
maintain oil pressure below 100 p.s.i. If oil pressure drops suddenly
to less than 30 p.s.i .• shut down the engine and inspect the lubrica-
tion system. If no damage or leaks are noted, preheat the engine for
an additional 10 to 15 minutes before restarting.
6-3
6. Before takeoff. run up the engine to 1700 RPM. If necessary,
approach this RPM in increments to prevent oil pressure from
exceeding 100 PSl. At 1700 RPM, adjust the propeller control to
"Full Decrease RPM" until minimum governing RPM is observed.
then return the control to "Full Increase RPM". Repeat this
procedure three or four times to circulate warm oil into the
propeller dome. If the aircraft manufacturer recommends checking
the propeller feathering system, move the control to the "Feather"
position but do not allow the RPM to drop more than 300 below
minimum governing speed. .
NOTE ... Continually monitor oil pressure ~uring run-up.
7. Check magnetos in the normal manner.
8. When the oil temperature has reached 100 0 F and oil pressure
does not exceed 80 PSI at 1700 RPM, the engine has been warmed
sufficiently to accept full rated power.
CAUTION . .. Do not close cowl flaps in an aflempl 10 hasren

engine warm-up.
NOTE ... Fuel flow will likely be on the high limit; however. this is
normal and desirable since the engine will be developing more
horsepower at substandard ambient temperatures.
If preheat is not used, employ the following start procedures;
I. Fuel Selector - Main tank or as instructed by aircraft manu-

facturer .
2. Battery Switch - On.
3. Mixture - Rich.
4. Throttle - Open.
5. Primer - Operate until fuel flow or fuel pressure shows maxi-

mum reading.
6-4
6. Throttle - Positioned to approximate 1000 - 1200 RPM
position.
7. Starter - Engage.
8. Primer - Operate as necessary to initiate firing. Continue to

prime as necessa ry to sustain engine operation.
9. Throttle - Gradually retard to 800 - 1000 RPM for warm-up.
Observe oil pressure for indication and warm-up engine at 1000

RPM . Ground operation and run-up require no special techniques
other than warming the engine sufficiently to maintain oil
temperature and oil pressure within limits' when full RPM is
applied.
NOTE . . . Before applying power for takeoff, check that oil

pressure, oil temperature and cylinder temperature are well within
the normal operating range. When full power is applied for takeoff,
insure that oil pressure is within limits and steady. Surging or over-
shooting of manifold pressure, RPM or fuel flow may indicate the
engine is not satisfactorily warmed up.
CAUTION . . . Any of the following engine reactions should he

cause for concern, and are jusl (/ication for aborl ing the lakeoff
a. Excessive manifold pressure other than momentary over-

boost of I or 2 inches.
b. Low, high or surging RPM.
c. Fuel Flow excessively high or low.
d. Any oil pressure indication other than steady and within

limits.
e. Engine roughness.
6-5
HOT WEATHER OPERATION (Ambient Temperature in Excess
of 90°F.)
CAUTION . .. When operating in hot weather areas, he alert for

higher than normal levels of dust, dirt or sand in the air. Inspect air
filters frequentr~1 and be prepared TO clean or replace them [(
necessary. Weather conditions can lift damaging levels of dust and
sand high ahove the ground. In the event the aircraft should he
/lol1'n Through such conditions. an oil change is recommended as
soon as is practical. Do not intentionally operate the engines in dust
and/or sand storms. The use of dust covers;on the cowling will
a/ford additional protection for a parked air/raft.
In-flight operation during hot weather usually presents no problem

since ambient temperatures at flight altitudes are seldom high
enough to overcome the cooling system used in modern aircraft
design. There are, however, three areas of hot weather operation
which will require special attention on the part of the operator.
These are: Starting a hot engine, Ground operation under high
ambient temperature conditions and Takeoff and initial climbout.
Engine Heat Soaking
After an engine is shutdown, the temperature of its various com-

ponents will begin to stabilize; that is, the hotter parts such as
cylinders and oil will cool, while other parts will begin to heat up due
to lack of air flow, heat conduction, and heat radiation from those
parts of the engine which are cooling. At some time period following
engine shutdown, the entire unit will stabilize near the ambient
temperature. This time period will be determined by temperature
and wind conditions and may be as much as several hours . This heat
soaking is generally at the worst from 30 minutes to one hour
following shutdown. During this time, the fuel system will heat up
causing the fuel in the pump and lines to "boil" or vaporize. During
subsequent starting attempts, the fuel pump will initially be
pumping some combination of fuel and fuel vapor. At the same
time, the injection nozzle lines will be filled with varying amounts of
fuel and vapor. Until the entire fuel system becomes filled with
liquid fuel. difficult starting and unstable engine operation may be
experienced.
Another variable affecting this fuel vapor condition is the state of
the fuel itself. Fresh fuel contains a concentration of volatile
ingredients. The higher this concentration is, the more readily the
fuel will vaporize and the more severe will be the problems
associated with vapor in the fuel system. Time, heat or exposure to
altitude will "age" aviation gasoline; that is, these volatile
ingredients tend to dissipate. This reduces the tendency of fuel to
vaporize arid, up to a point, will result in redu~ed starting problems
associated with fuel vapor. If the volatile condition reaches a low
enough level, starting may become difficult due to poor
vaporization at the fuel nozzles, since the fuel must vaporize in
order to cOm bine with oxygen in the com bustion process.
The operator, by being cognizant of theS'e conditions, can take

certain steps to cope with problems assocIated with hot weather/
hot engine starting. The primary objective should be that of permit-
ting the system to cool. Low power settings during the landing
approach will allow some cooling prior to the next start attempt.
Ground operation tends to heat up the engine, therefore minimiz-
ing this will be beneficial. Cowl flaps should be opened fully while
taxiing. The aircraft should be parked so as to face into the wind to
take advantage of the cooling effect. If restarting is attempted inless
than an hour following shutdown, vapor lock may be experienced.
Normal starting procedure should be used except that the throttle

should be opened more while cranking. Under extreme temperature
conditions, the "Hot Start Procedure" in Section III should be
employed.
Ground Operation Under High Ambient Temperature Conditions.

Oil and cylinder temperatures should be monitored closely during
taxiing and engine run-up. Operate with cowl flaps full open. Do
not operate the engines at high RPM except for necessary pre-flight
checks. If takeoff is not to be made immediately following engine
run-up, the aircraft should be faced into the wind and the engine
idled at 900 - 1000 RPM. It may be desirable to operate the fuel
boost pumps to assist in suppressing fuel vapor and provide more
stable fuel pressure during taxiing and engine run-up.
6-7
Takeoff and Initial Climbout. Use rated rower for take-off and
establish the climb configuration recommended by the aircraft
manufactu~er. Temperatures !ihould be closely monitored and climb
altitude ;rnd sufficient airspeed may be used to provide adequate
cooling of the engine.
GROUND OPERATION AT HIGH ALTITUDE AIRPORTS
Idle fuel mixture will be rich at high density altitudes. Under

extreme conditions it may be necessary to manuall y lean the
mixture in order to sustain engine operation at jow RPM. When
practical, operate the engines at higher idling speed .
CAUTION . . . Mixture Full Richfor takeoffand/or in accordance

with aircraft manufacturer's Pilot Operator's Handbook.
6-8
SECTION VII
ENGINE DESCRIPTION
The designation TSI0-520-(Letter) (Number) describes this engine

as follows:
TS: Denotes "t u rbosu percharged".
I: Denotes "fuel injected".
0: Denotes "opposed': and refers to the horizontally-

opposed cylinder arrangement.
520: Denotes piston displacement in cubic inches.
Letter: Denotes "specific engine model and configuration".
Number: Denot~s specification number (Refer Manual X30508).
The TSIO-520- series are manufactured in two different crankcase

configurations. They differ visually in that the '·sandcast" version
has provisions for a belt driven generator Or alternator on the left
side at the rear while the ." permold" version has a gear driven
alternator mounted on the right side at the front. The oil cooler
locations are likewise reversed on t he two styles. The "sandcast"
case has the oil cooler mounted on the right side at the front while
the "permold" case has the oil cooler mounted on the left side at the
rear.
LUBRICATION SYSTEM FOR PERMOLD CRANKCASE
Oil is supplied from a wet sump which is attached to the bottom of

the crankcase. A conventional dipstick is provided for determining
the oil quantity.
The engine driven, gear type oil pump draws oil from the sump
through a screened oil pick-up tube. From the oil pump inlet, oil is
forced under pressure through the pump outlet. A pressure relief
valve incorporated in the oil pump prevents excessive oil pressure
by allowing excess oil to be returned to thesuction side of the pump .
7·1
Lu brication reaches the tachometer drive gears through oil passages
drilled in the oil pump cover. From the outlet side of the pump, oil is
directed to the full flow filter. A bypass valve is incorporated in the
filter in the event the filter element becomes blocked. From the oil
filter. oil passes into the oil cooler which incorporates facilities for
temperature and oil pressure connections as well as an oil tempera-
ture control valve. Oil passing through the oil temperature control
cavity is directed either through the oil cooler or directly to the
crankcase passages, depending on the oil temperature. When oil is
cold. the control valve opens and most of the oil will bypass the
cooler. Some oil always flows through the cooler to prevent
congealing in cold weather. As the oil warms, tha control valve will
close off the cooler bypass forcing the oil to flow through the cooler
core. In operation, the oil temperature control unit modulates to
maintain oil temperature at approximately 170° F.
Oil entering the crankcase is directed to the hollow camshaft that

serves as the engine's main oil gallery which directs it through
various channels. passageways and a system of orifices to provide
proper lubrication to bearings, lifters, idler gear bushing. accessory
drive gear bushings and starter drive gear bushing. 'O illeaving the
camshaft interior at the front of the crankcase is directed to the left
main cran kcase gallery, and from t here is directed to the main thrust
bearing and the governor drive gear, which directs oil to the crank-
shaft interior through the oil transfer collar. The propeller governor
boosts engine oil pressure for operation bf the propeller by control-
ling oil pressure flow through the propeller shaft to the hub and
thereby maintains or changes propeller blade angles.
Other areas within the engine receiving oil include the valve lifters,
through which the oil flows via the push rod tubes to the rocker
arms and then returns back down the pushrod housings. A tap in the
oil cooler supplies oil pressure for lubrication of the turbocharger
bearings. This oilis carriedto the turbocharger through an external
line. A pressure check valve, located in the turbocharger oil supply
line, prevents siphoning of oil into the turbocharger after engine
shut-down. After lubricating the turbocharger bearings, it is drawn
into a scavenge pump and returned to the oil sump. Oil within the
engine drains through transfer tube and drain holes, back into the
sump.
7-2
OIL :TRANSFER COLLAR
ACCE~ORY ORlVEs
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W 'fjITH ey·PASS VALVE
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O1L COOLER ',:::::::::: ~
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7f:::rJ SUMPOILPICK·UP ' , . ~~
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-
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mL PRESSURE ANO
TEMPERATURE PORT - - - - -
OIL TEMPERATURE
CONTROL VALVE - - - - ' "
OIL PRESSURE
~ Oil Und4r P~un! RELIEF VALVE - - - -.....
------- oa Sucticw\
-.~.- Oil Thru Reliot' v."'c
- - - - - Oit From Go'ttf1'Ot OIL PRESSURE
... - - - - . Onl"o$QvertSJlt Pump CHECKVALV£
............... .. Oil Thru Temp!!tlrureConrrol
Oil COOLER
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- - - - OILsucnON
_.-._- OIL TI"IRU RELIEF VALVE
_ . •• _ ••• - OIL TliRU OIL tEMPERATURE
CONTROL V"LVE
- - - OIL UNDER PAlSSUAE
- - - - OIL FROM GOYERPOQR
NOTE ... In addition to the oil pressure port located in the base of
the oil cooler, alternate pick-up ports are located at the forward
ends of the 2-4-6 and I -3-5 main oil galleries. Refer to the airframe
owners manual to determine the exac't location of the oil pressure
probe.
LUBRICATION SYSTEM FOR SANDCAST CRANKCASE
Similar to the permold crankcase, the engine driven. gear type oil
pump draws oil from the sump through the screened oil pick-up.
tube. From the gear chamber oil is directed to the oil filter chamber
and to the tachometer drive gear. A filter by-pass valve is incorpo-
rated in the pump housing in the event that the filter becomes
clogged.
After leaving the pump, oil is directed through passages to the right
crankcase oil gallery. Right side lifters, guides and valve
mechanisms are lubricated by passages leading off this gallery. An
oil temperature control valve is located at the front end of the right
gallery to regulate oil temperature within specific limits. When oil
reaches a temperature high enough to require cooling, the oil
temperature control valve expands and blocks passage, directing oil
to the oil cooler. From the oil temperature control valve cavity oil is
directed to the camshaft passage. A groove around the front of the
camshaft directs oil to the front camshaft bearing and left crank-
case oil gallery.
Lubricating oil is directed to the governor drive gear and the

propeller governor through passages off the left main gallery. Oil is
channeled through a discharge port to the crankshaft oil transfer
collar, which directs it to the crankshaft interior..
Passageways from the left crankcase gallery direct oil to the front,
interm~diate and rear main bearings and left side valve lifters. Four
drilled passages radiating from the rear main bearing conduct
lubricating oil to right and left magneto and accessory drives and to
starter shaftgear bearing. An intersecting passage directs oil to the
idler gear support.
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.
7-5
A tap in the side of the crankcase supplies oil through an external
line for lubrication of turbocharger bearings~ A scavenge pump
draws the oil from the turbocharger into the oil sump. Oil within the
engine drains through a system of transfer tubes and drain holes
back into the sump.
FUEL SYSTEM
The fuel injection system is of the multi-nozzle, continuous-flow

type which controls fuel flow to match engine air flow. Any change
in air throttle position, engine speed, or a combination of both
causes changes in fuel flow in the correct .relatlon to the engine air
flow. A manual mixture control. and a pressure gauge indicating
metered fuel flow are provided for precise leaning at any
combination of altitude and power setting. As fuel flow is directly
proportioned to metered fuel pressure. settings can be predeter-
mined and fuel consumption can be accurately predicted.
This continuous-flow system uses a typical rotary vane, single stage

pump with integral relief valve. The relief valve maintains
maximum fuel flow under full power conditions. The pump is
driven directly by the engine and its flow rate depends on engine
RPM. An aneroid unit senses turbo discharge pressure that works
as a variable orifice in conjunction with the relief valve and
functions to increase pump output during high manifold pressure
operation.
The fuel injector pump is equipped with a vapor separator where the
vapor is separated by a swirling and augmentor system from the
solid fuel and vapor returned to the tank. The fuel injector pump
forces solid fuel into the fuel-air mixture control assembly.
The fuel-air mixture control assembly controls the a mount of inta ke

;Jir admitted into the intake manifold and meters the proportionate
amount of fuel to the fuel manifold valve. The assembly has three
control units; one for air in the air throttle assem bly and two for the
fuel ~ir control unit.
7-6
The mixture control is attached to the throttle body and in the idle
cutoff position, diverts all fuel received back to the pump inlet or
aircraft fuel supply. In this manner. no fuel can flow toward the fuel
injector nozzles. As the mixture control is advanced toward "full
rich': less fuel is diverted and more fuel is allowed to flow on
through the system, until at "full rich': no fuel is diverted and the
total fuel pump output is directed toward the fuel nozzles.
Mechanical linkage connects the mixture control to the mixture
lever in the airplane cockpit.
The 'metering unit is attached to the air throttle and is opened or

closed by movement of the throttle shaft. When the throttle is
closed, metering unit res~riction is maximum. and as the throttle is
opened. this restriction decreases. Idle mixture adjustment is
accomplished by an adjustment screw whic'i, allows a small amount
of fuel to bypass the metering unit. -
The manifold valve receives fuel from the metering unit. When fuel
pressure reaches approximately 3.5 psi. a check valve opens and
admits fuel to six ports in the manifold valve (one port for each fuel
nozzle line). The manifold valve serves to proportion the fuel evenly
to each injector nozzle, and to provide a clean cutoff of fuel to the
cylinder when the engine is shut down.
The injector nozzle lines connect the manifold valve to the six fuel
injector nozzles. These injector nozzles (one per cylinder) are "air
bleed" type fuel nozzles which spray fuel directly into the intake port
of the cylinder. W hen the engine is running, flow through the nozzle
is continuous and will enter the cylinder combustion chamber when
the intake valve opens. Since the size of the fuel nozzles is fixed. the
amount of fuel flowing through them is strictly a function of how
much pressure is applied. For this reason. fuel flow may be
accurately determined by measuring the pressure at the manifold
valve .
All of the items described above are interdependent on each other to

meter the correct amount of fuel according to the power being
developed by the engine.
7-7
FUEL PUMP
- - --------~
VAPOR EJECTOR
VAPOR RETURN . .
~ __=-__~-J~
-,
PUMP INLET SUPPLY --4 -: PRESSURE REGULATOR
(AS APPLICABLE)
"mc: III - - I - ,. - - - - -
r- tl MIXTURE RETURN
-en
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len"
I-IC; TURBO DISCHARGE
-...l :!:~c: fUEL PRESSURE GAUGE t
d.oO:::':D (NOZZLE PRESSUREl
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mOtel t
IIO)
enm DECK PRESSURE
t
-:!:
I~ t
~ UNMETEREO FUEL
STRAINER
o
L~ETERIN~ UNIT" It' ut
METERED FUEL
---\~--
-~
INDUCTION SYSTEM
The induction system components include the aircraft filterj

alternate air door, turbocharger compressor. throttle. intercooler.
spider manifold and cylinder intake ports. Air flows through these
components in the order they are listed.
The filter normally accepts all incoming air from the aircraft intake
scoop. Should the filter become blocked for any reason. the alter-
nate air door will open to preclude engine stoppage.
The turbocharger compressor is a high volume air pump connected

to the opposite end of the turbocharger (see Turbocharger System).
It increases the volume and pressure of air admitted to the cylinder
for combustion. At high compressor discha·rge pressures. consider-
able heating of the induction air occurs, due to compression.
The intercooler. if applicable, is a heat exchanger which lowers the

temperature of the compressor discharge air to permit more
efficient engine and turbocharger operation. The induction air
passes through the core of the intercooler and transfers some of its
heat ,to the cooling fins which are exposed to the relatively cooler
ram air.
The intake manifold is a six-tube. air distribution system mounted

below or atop the engine. It serves to carry induction air to the
individual cylinder intake ports. The cylinder intake ports are cast
into the cylinder head assembly. Air from the intake manifold is
carried into the intake ports. mixed with fuel from the injector
nozzles. and enters the cylinder as a combustible mixture when the
intake valve opens.
Overboost protection is provided by a pressure relief valve located

between the compressor and the throttle. In the event of a waste-
gate or controller malfunction resulting in excessive discharge
pressures. the relief valve will ,open to prevent excessive manifold
pressure.
7-9
PRESSURE
CONTROLLER
z
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INDUCTION
SYSTEM
'
r-:::! ENGINE
:!!:o
O~
Om
m>< -- RAM AIR
r-::r"TI
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EXHAUST GAS
ENGINE OIL
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"'-- INDUCTION
TO CABIN
~
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o ""'-::' ....J=
TURBINE COMPRESSOR (ENGINE OIL)

INDUCTION SYSTEM
EXHAUST M
OVERBOOST VALVE
-
TURBOCHARGER
FIGURE 98
INDUCTION /EXHAUST SYSTEM SCHEMATIC
TSIO-520-T
7·Jl
TURBOCHARGER
The complete turbocharger system consists of a turbine and com-

pressor assembly, wastegate assembly, a variable pressure control-
ler, a sonic venturi. and necessary hose, linkage and ducting
required for a functional installation.
The variable pressure controller links the throttle to the wastegate

actuator through a cam, spring and aneroid arrangement. When the
throttle is opened, the cam on the controller rotates to compress the
spring. This action closes a valve within the controller allowing oil
pressure in the wastegate actuator to in~reas~, which drives the
wastegate toward the closed position. This action causes more
exhaust gas to flow through the turbine assembly, increasing its
speed and resulting in more output of induction air from the
compressor, since it is connected to the opposite end of the turbine
shaft. Now. as the compressor output increases, manifold pressure
increases. The aneroid unit on the controller senses compressor
discharge pressure and its action opposes the force of the spring,
that is, it tends to open the valve, relieving oil pressure in the waste-
gate actuator which allows the wastegate to move toward open. In
operation, the forces between the spring and the aneriod are
balanced and the controller serves to maintain constant compressor
discharge pressure as selected by the throttle and therefore main-
tains a constant manifold pressure. When the throttle is reposi-
tioned the cam, spring, aneriod and wastegate are displaced until
the forces are again in balance for the new compressor discharge
pressure.
The wastegate assembly, if applicable, consists of a poppet or

butterfly type valve and actuator. When open, the valve allows
exhaust gas to bypass the turbine and flow directly overboard. In
the closed position. the wastegate valve diverts the exhaust gases
into the turbine. The valve is held open by a spring. and is closed by
the oil pressure operated actuator. In operation. the wastegate
normally modulates in intermediate position according to demands
of the controller assembly until the engine reaches its critical
altitude. At critical altitude and higher. the wastegate is fully closed.
7-12
A sonic venturi permits the restricted flow of compressor air for
aircraft cabin pressurization. When air flow through this unit
reaches approximately 6 pounds per minute, it becomes critical;
that is, 6 pounds per minute is the maximum now the sonic venturi
will permit regardless of pressure at the inlet.
COMPRESSOR HOUSING MAIN DRIVE HOUSING
CDMPRESSOR TURBINE WHEEL

WHEEL
AIR INLET EXHAUST DISCHARGE
COMPRESSED AIR EXHAUST INLET

DISCHARGE
FIGURE 99
TURBOCHARGER SECTIONAL
MAIN DRive HOUSING
COMPRESSOR ~~~~i} TURBINE WHEEL

WHEEL --l
EXHAUST DISCHARGE
AIR INLET
COMPRESSED AIR EXHAUST INLET

DISCHARGE
FIGURE 100
TURBOCHARGER SECTIONAL WITH WASTEGATE
7-13
CYLINDERS
Before assembly the aluminum cylinder heads are heated and

screwed on to the steel alloy barrels . The valve guides and seats are
pressed into the hot cylinder head. When the entire unit has cooled,
a permanent cylinder assembly results. Replaceable helical coil
inserts are installed in the spark plug ports.
VALVES
Exhaust valves are faced with a special heatand corrosion-resistant

material and the valve stems are hardened for wear resistance. Oil
fed to the hydraulic valve lifters, under pressure from the main
galleries, lubricates the lifter guide surfaces and fiUs the reservoirs
inside the lifters. Oil from the lifters which reach the pushrod ends,
flows through the push rods to the rocker arms. Each rocker directs
a portion of its oil through a nozzle towards the respective valve
stem. Oil is returned to the crankcase through the pushrod hous-
ings, which are sealed to the cylinder head and crankcase by rubber
seals. Drain holes jn the lifter guides direct returning oil to the sump.
1GNITION SYSTEM
During normal operation, high voltage to the spark plugs is

produced by two magnetos, each of which fires one of the two spark
plugs in each cylinder. This dual ignition system serves two pur-
poses. First, as a safety feature, ignition will occur even if one
complete magneto system should fail. Second, due to combustion
chamber design, more efficient burning of the fuelj air mixture is
realized and the engine develops more power.
"Shower of Sparks" Ignition
The following model engines incorporate a "shower of sparks"

ignition: the TSIO-520~B.BB,D,DB.E.EB,J,JB,K,KB,N,NB,UB
and VB.
The left magneto features a retard breaker consisting of a second set

of contact points connected to a special circuit to facilitate engine
starting. At cranking speeds the normal magneto timing is too
7-J4
advanced for smooth starting and the spark may be too weak for
proper ignition. The special starting circuit is designed to overcome
these deficiencies, and operates as follows:
When the aircraft starter switch is operated, the left and right
magneto primary breaker points are grounded to prevent the
magnetos from producing ignition at the normal advanced timing
causing the engine to kick back. Only the retard breaker points are
functioning. The starter switch also energizes a battery-powered
starting vibrator which supplies pulsating voltage to the retard
breaker.
As the engine turns during cranking, the retard breaker points open,
and creates a "shower of sparks" at the left magneto spark plugs.
This high intensity ignition occurs later than would normal ignition
and promotes smoother engine starting.
When the engine starts and the switch is placed in the "Both'" or "On"
position, the primary breakers are ungrounded, the starting
vibrator circuit is broken and dual ignition is provided.
"Impulse Coupling" Ignition
The following model engines incorporate an impulse coupling

ignition system; the TSIO-520-C,G,H,M,P,R,T,AE,AF and CEo
Both magnetos feature an impulse coupling. The impulse coupling

delays magneto rotation, retarding spark until the piston reaches
T.O.c. At T.D.C. the coupling springs ahead, generating enough
voltage for ignition at starting RPM. The impulse coupling·
disengages after the engine has started.
7-15
UPPER SPARK PLUGS
6 0-
() 5
LEFT RIGHT
4 MAGNETO MAGNETO
SWITCH SWITCH
----r- 3 '-'
2
rO
'---
I I
....
r-
l@®~
"to®®" "0' LL c~ ~@~
~ ®(s).
I"'" V
I f
LEFT RIGHT
MAGNETO MAGNETO
0
2
,...
..... l
4
.() 5
60
LOWER SPARK PLUGS
TSIO-S20 EHGINE FIRING ORDER

TBIO-'20 MAONno FIRING ORDER 1:2 1 • S •
LTBIO-5200AE I!!NGIN£ "'R'NO ORDER ,. 5 2 l •
LTlJIO-5200AE MAGNETO FIRINO ORDER 1 e 5 4 l 2
FIGURE 101
IGNITION WIRING DIAGRAM
7-16
SECTION VIII
SERVICING AND INSPECTION
SERVICING
Maximum efficiency and engine service life can be expected when a

sound inspection program is followed. Poor maintenance results in
faulty engine performance and reduced service life. Efficient engine
operation demands careful attention to cleanliness of air, fuel, oil
and maintaining operating oil temperatures within the required
limits.
Good common sense is still the rule, but certain basic maintenance
and operational requirements that we find widely disregarded, do
determine to a large degree the service life of the modern aircraft
engine.
Fuel ................................. (BLUE) lOOllor

(GREEN) Aviation Grade 100
WARNING ... The use of a lower octane rated fuel can

result in destruction of an engine the first time high power is
applied. This would most likely occur on takeoff. If the air-
craft is inadvertently se'rviced with the wrong grade of fuel,
then the fuel must be completely' drained and the tank
properly serviced.
Oil:(First 25 hours operation) .. Mineral (non-Detergent oil or

Corrosion Prevent oil - Corresponding to MIL-C-6529 Type II
Normal Service ................... SAE 50 (Above 40°F.)

SAE 30 (Below 40°F.)
or lOW - 30
Oil Sump Capacity ...... (All models except TSIO-520-P,R)

12.0 U .S. Quarts
TSIO-520-P ,R - 10 U.S. Quarts
Oil level ....•.... Oil levels are indicated by "High & Low ....
marks on oil level gauge.
8-1
Oil Change Interval:
With integral screen ......................... 25 Hrs.
With small filter ............................ 50 Hrs.
With large filter ............................. 100 Hrs.
Oil Filter Interval:

With large or small filter ...................... 50 Hrs.
NOTE ... The use of multi-viscosity oil is approved.
CAUTION . .. Use only oils conforming to Teledyne Cominemal

MOlors Specification MHS-24B afler break-in period.
APPROVED PRODUCTS
The marketers of the aviation lubricating oils listed below have

supplied data to Teledyne Continental Motors indicating their
products conform to all requirements of TCM Specification M HS-
24B, Lubricating Oil, Ashless Dispersant.
In listing the product names, TCM makes no claim or verification of

marketer's statements or claims. Listing is made in alpha betical
order and is provided only for the convenience of the users.
Supplier Brand
BP Oil Corporation BP Aero Oil
Castrol Limited (Australia) Castrolaero AD Oil
Chevron U.S.A. Inc. Chevron Aero Oil
Continental Oil Conco Aero S
Delta Petroleum Company Delta Avoil Oil
Exxon Company, U.S.A. Exxon Aviation Oil EE
Gulf Oil Company Gulfpride Aviation AD
Mobil Oil Company Mobil Aero Oil
Mobil Oil Company Mobil Aero Super Oil
' SAE 20W-50
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips Petroleum Company Phillips 66 Aviation Oil, Type A
Phillips Petroleum Company X/C Aviation Multiviscosity Oil
SAE 20W-50, SAE 20W-60
Quaker State Oil & Refining Co. Quaker State AD Aviation Engine Oil
Turbo Resources Limited (Canada) Red Ram Aviation Oil 20W-50
Supplier Brand
Shell Canada Limited Aeroshell Oil W, Aeroshell Oil W 15W-50
Shell Oil Company Aeroshell Oil W, Aeroshell Oil W 15W-50
Sinclair Oil Company Sinclai~ Avoil
Texaco Inc. Texaco Aircraft Engine Oil- Premium AD
Union Oil Company of California Union Aircraft Engine Oil HD
INSPECTIONS
The following procedures and schedules are recommended for

engines which are subjected to normal operation. If the aircraft is
exposed to severe conditions, such as training, extreme weather, or
infrequent operation, inspections should be more comprehensive
and the hourly intervals decreased.
DAILY INSPECTION (PREFLIGHT)
Before each flight t he engine and propeller should be examined for

damage, oil leaks, proper servicing and security. Ordinarily the
cowling need not be opened for a daily inspection.
50 HOUR INSPECTION
Detailed information regarding adjustments, repair and replace-

ment of components may be found in the appropriate Overhaul
Manual. The following items should be checked during normal
inspections:
J. Engine Conditions: Magneto RPM drop: Check

Full PowerRPM: Check
Full Power Manifold Pressure: Check
Full Power Fuel Flow: Check
Idle RPM: Check
Record any values not conforming to engine specifications so that

necessary repair or adjustment can be made.
2. Oil Filter: Replace filter, inspect cartridge.
8-3
3. Oil: Change oil, if integral screen
or small filter is used.
4. Air Filter: I nspect and clean or replace as

necessary.
5. High Tension Leads: Inspect for chafing and deterioration.
o. Magnetos: Check and adjust only if discrepancies

were noted in Step I.
7. Magneto Filter: Inspect for color, jf white O .K.,

if red or contaminated, replace.
8. General: Visually check hoses, lines, wiring, fit-

tings, baffles, etc. for general condi-
tion.
9. Exhaust System: Inspect for condition and leaks.
10. Adjustments & Perform service as required on any

Repairs: items that are not within specifica-
tions.
II. Engine Conditions: Run up and check as necessary for any

items serviced in Step 10. Check engine
for oil and fuel leaks before returning
to service.
100 HOUR INSPECTION
Perform all items listed under 50 Hour Inspection and add the
following:
1. Oil: Drain while engine is warm. Refill

sump.
2. Valves / Cylinders: Check compression. (Refer to Service

Bulletin M 73-19)
8-4
3. Cylinders. Fins,
Baffles: Inspect.
4. Control
Connections: I nspect and lu bricate.
5. Fuel and Oil Hoses Inspect for deterioration. leaks.

and Lines: chafing.
6. Fuel Nozzles: Inspect nozzles and vent manifold for

leaks or damage.
7. Turbocharger: Check freedom of rotation.
8. Exhaust: Pressure check all joints for condition

and leaks.
9. Wastegate: Check operation and condition.
10. Alternate Air

Door: Check operation.
I I. Spark Plugs: I nspect. clean, regap (if necessary) and

reinstall. Rotate plugs from upper to
lower positions and vice versa to lenth-
en plug life .
12. Magnetos: Check. Adjust points and timing if

necessary.
NOTE . .. Minor changes in magneto timing can be expected during

normal engine service. The time and effort required to check and
adjust the magnetos to specifications is slight and the operator will
be rewarded with longer contact point and spark plug life. smoother
engine operation and less corrective maintenance between routine
inspections.
J3. Oil Pressure

Relief Valve: Inspect and clean.
8-5
14 . Oil Temperature
Control Unit: Inspect and clean.
15 . Fuel Metering Unit

Inlet Screen: Inspect and clean.
16: Throttle Shaft and

Linkage: Inspect for wear and lubricate.
17. High &: Low Fuel

Pump Outlet
Pressure: Check. Adjust if necessary.
18 . Adjustments &
Repairs: Perform service as required on any
items found defective.
19. Engine Perform complete run up. Check

Condition: engine for fuel or oil leaks before re-
turning to service.
20 . Cabin Air Heater

(Exhaust System)
TSIO-520-UB,T Inspect pressure check.
NOTE .. . Refer to the Overhaul Manual for proper procedures and

limits.
WARNING ... Do not attempt to use this manual as a guide

for performing repair or overhaul ofthe engine. The Engine
Overhaul Manual must be consulted for such operations.
8-6
SECTION IX
TROUBLESHOOTING
The troubleshooting chart which follows, discusses symptoms

which can be diagnosed and interprets the results in terms of
probable causes and the appropriate corrective action to be taken.
For additional information on more specific troubleshooting pro-

cedures, refer to Maintenance and Overhaul Manual.
All engine mairhenance should be performed by a qualified

mechanic. Any attempt by unqualified personnel to adjust, repair or
replace any parts may result in damage to the engine.
WARNING ... Operation of a defective engine without a

preliminary examination can cause further damage to a
disabled component and possible injury to personnel. By
careful inspection and troubleshooting, such damage and
injury can be avoided and, in addition, the causes of faulty
operation can be determined without excessive disassem bly.
This troubleshooting chart is provided as a guide. Review aJt prob-

able causes given. check other listings of troubles with similar
symptoms. ltems are presented in sequence of the approximate ease
of checking. not necessarily in order of probability.
TROt'Bt.E PROBABLE CAliSE CORRECTIVE ACTION
I. Fnginc will nol a. No fuel now indicntions - a. Check fuel quantity, then fuel control for proper
sl a 1'1. No fuel to engine. position. Turn auxiliary pump "ON" in
accordance with aircraft manufacturers
instruction, and operating procedures.
Have fuel filter checked.
b. Have fuel now indications - b. Turn off boost pump and ignition switch.
Engine nooded. set throttle to "FULL OPEN" and fuel
control to "IDLE CUTOFF: and crank
engine to clear cylinders of excess fuel.
Repeat starting procedures.
\0
I
N
c. Hnve fuel now indications - c. Check for bent or loose fuel lines.
No fuel to engine.
2. Engine sta rts but a. Inadequate fuel to fuel a. Set fuel controlln-"FULL RICH" position .
fails to keep manifold valve. turn auxiliary pump "ON': check to be
running. sure feed lines and filters are not restricted.
Clean or replace defective components.
b. Defective ignition system. b. Check accessible ignition cables and

connections. Tighten loose connections .
Replace defective spark plugs .
TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
J. Engine runs rough a. Improper idle mixture a. Readjust idle setting.

at idle. adjustment.
b. Fouled spark plugs. b. Remove and clean plugs, adjust gaps.

Replace derective plugs.
L". Discharge nozzle air vent c. Check ror bent or loose connections.
manirold restricted or Tighten loose connections. Check ror
derective. restrictions and replace defective
components.
\C
I
W
d. Restricted nozzle. d. Remove and clean ·all nozzles.
4. Eng ine has poor a. Idle mixture too lean. a. Readjust idle setting.
acceleration
b. Incorrect ruel/ air mixture. b. Tighten loose connections, replace worn

elements or linkage. Service air cleaner.
c. Derective ignition system. " c. Check accessible ignition cahles and

connections. Replace defective spark
plugs.
TROl'BLE rr-~OR;\BLE CAUSE CORRECTIVE ACTION
4. (Cont'd) d. Malfunctioning d. Check operation, listen for unusuLIl noist:.

Turbocharger. Check operation of wastegate valvt:. anu
for exhaust system defects. Tighten
loose connections,
5. Engine runs rough i:L Improper fuel/air a. Check manifold connections for leaks.
at spl'eds ahon:: mixture . Tighten loose connections. Check fucl
i<.Jk. control and linkage for setting and
\C
adjustment. Check fuel fillers and
k. screens for dirt. Check for proper
pump pressure, and replace pump ir
defeclive.
h. Restricted fuel nozzle. b. Remove and clean all nonles.
c. Ignition systcmand c. Clean and regap spark plugs. Check

spark plugs defective. cables for defects . Replace defective
components.
TROUBLE PROBABI.E CAUSE CORRECTIVE ACTION
6. Engine lacks a. Incorrectly adjusted a. Check movement of linkage by moving

power; reduction throttle control, "sticky" control from idle to full throttle. Make
in maximum mani- linkage or dirty air proper adjustments and replace worn
fold pressure or cleaner. components. Service air cleaner.
critical altitude.
b. Defective ignition system . b. Inspect spark plugs for fouled heavy carbon
deposits, erosion or improperly adjusted
electrode gaps and cracked porcelain. Test
plugs for regular firing under pressure.
~
Replace damaged or misfiring plugs.
I
VI Check for proper spark plug gap.
c. Malfunctioning wastegate. c. Check for full travel of wastegate valvc.
d. Low oil pressure. d. Adjusboil pressure relief valve to rnaint;tin

30 - 60 psi limit.
e. Loose or damaged e. Inspect entire exhaust system to

exhaust system. turbocharger for cracks and leaking
connections. Inspect gaskets at cylinder
exhaust ports, and gasket at turbine
inlet flange. Tighten connections and
replace damaged parts.
TH01 '81.F PROJURI.F CAl'SF ( () H H H T I \ I· \ ( T I 0:\
6, (Cont'd) f. I.oose or d'amaged f. Inspect entire manifold systcill for pos~ihk

manifolding. leakage at connections. Replacc damaged
components, tigbten all connccliom. alld
clamps.
g. Fuel nonles defective, g. Inspect fuel nOZ7.le vent manifolding for

leaking connection". Tighten and repair
as req uired. · Check for rcstrictCLl nOIliL's
and lines and clean and rcplace as
necessary,
\0
I
0\ h. Malfunctioning h. Check for unY$I,wl noise in turbocharger.
tu rboch arger. I f malfunction is sus pectctl. n.:m(1\ l'
exhaust and/or air inlet connections anti
check rotor assembly for possiolc ruooing
in housing, damaged rotor or (kfccti\"l'
bearings. Replace turbocharger if tlalll;It!~'
is noted ,
7. Low fuel now. a. Restricted now to fuel a. Check mixture control for full travel.
metering valve. Check for restrictions in fuel filters and
lines. adjust control and clean filters.
Replace damaged parts.
b. Fuel nozzle vent system b. Check venting system for leaks at

defective causing improper connections and other defects . Tighten
pressure regulation. connections and replace defective parts.
c. Improper rigging of c. Adjust.

\Cl aircraft linkage.
I
-..J
d. Incorrect fuel injection d. Check and adjust using appropriate

pump adjustment and equipment. Replace defective pumps.
operation.
c. Defective fuel injector e. Clean or replace pump.

pump relief valve.
f. Air leakage in fuel pump f. Locate cause of leakage and correct.

pressurization line.
g. Injector fuel inlet g. Remove strainer and clean in a solvent.

strainer plugged. Acetone or MEK is recommended.
7. (Cont'd) h. Injector out of h. Replace injector.

adjustment.
i. Faulty fuel flow gauge. L Install accurately calibrated gauge to

verify faulty aircraft gauge. Replace
as necessary.
g. High fuel flow. a. Loose lines or fittings. a. Tighten all connections and check for
fuel stains.
'0
•
OCI b. Damaged nozzle if high b. Remove and check.
fuel flow is accompanied
by loss of power and roughness .
c. Faulty fuel flow gauge. c. Replace if necessary.
d. Injector out of adjustment d. Replace injector.
e. High fuel pressure. c. Check boost pump and engine fuel

pump outlet pressure.
f. Air leakage in fuel gauge f. Locate cause of leakage and eliminate.

vent pressurization line.
TROCBLE PROBABLE CAUSE CORRECTI"E ACTION
II. (Cont'd) b. Improper rigging of b. Adjust.

aircraft linkage to
mixture control.
12. \Vhite smoke a. Turbo coking. oil a. Clean or change turbocharger.

exhaust forced through seal
turbine housing.
13. High fuel flow a. N oule vent system a. Air check for leaks. tighten or replace
-
'P
e
at altitude. leaking air. defective pans .
b. Defective fuel control. b. Change fuel control.
\4. Low fuel Oov,· a. Fuel pump vent system a. Air check for leaks. tighten or replace
al :.Illitude. leaking air . defective parts .
h. Defecti\'e fuel control. h. Cha nge f ucl control.

SECTION X
STORAGE AND REMOVAL FROM STORAGE
(ENGINE PRESERVATION FOR ACTIVE
AND STORED AIRCRAFT)
TCM has listed three reasonable minimum preservation pro-

cedures, that if implemented, will minimize the detriments of rust
and corrosion. It is the owner's responsibility to choose a preserva-
tion program that is viable to the particular aircraft's mission . .
In all geographical areas the best method of preventing corr·osion of

the cylinders and other internal parts of the engine, is to fly the
aircraft at least once a week, !ongenough to reach normal operating
temperatures which will vaporize moisture and other by-products
of combustion. This is even more important in areas of high
humidity or when the aircraft is based near the sea coast where
instances of corrosion in cylinders has been found after an inactive
period of only a few days.
Engines with less than 50 hours total time in service, and engines in
aircraft that are flown only occasionally, compared to frequent
flying, when exposed to normal atmospheric conditions will tend to
exhibit cylinder wall corrosion in a relatively short period of time if
they are not properly preserved. This would also apply to engines
with new or freshly honed cylinders after a top or major overhaul.
Preservation must be initiated within five days after delivery and for
these first 50 hours, SPECIAL attention should be followed
according to the engine preservation procedures established under
Program L "Flyable Storage':
After the accumulation of 50 engine operating hours, a slight

varnish deposit on the cylinder walls offers some protection against
corrosion. but also engine preservation procedures as outlined
under Program II. "Flyable Storage" should be followed. If you
follow these procedures or frequently use your aircraft, it is very
unlikely you will have any problems. If problems do arise, verify
compliance with the procedures outlined in these programs.
10-1
If the aircraft will be stored or statically displayed for an undeler·
mined period of time, the engine must be preserved in accordance
with the "Temporary" or NIndefinite" storage procedures as fits your
purpose, listed in this section.
Aircraft engine storage recommendations are broken down into the

following categories:
FLYABLE STORAGE (Program I or II)

TEMPORARY STORAGE (up to 90 days)
INDEFINITE STORAGE
10·2
FLYABLE STORAGE (Program I. or II)
Program I - Engines or cylinders with less than 50 operating

hours:
a. Propeller pull thru every 5 days as per para-
graph 2; and
b. Fly every 15 days as per paragraph 3.
Program II - Engines or cylinders with more than 50 operating
hours to TBO if not flown weekly:
a. Propeller pull thru every 7 days as per para-
graph 2; and .
b. Fly every 30 days as per paragraph 3.
J. Service aircraft per normal airframe manufacturer's instruc-

tions.
2. The propeller should be rotated by hand without running th~

engine. For 4 and 6 cylinder straight drive engines. rotate t he engine
six revolutions. stop the propeller 45° to 90° from the original
position. For 6 cylinder geared engines. rotate the propeller 4
revolutions and stop the propeller 30° to 60° from the original
position .
CAUTION . . . FOR MAXIMUM SAFETY, ACCOMPLISH

ENGINE ROTATION AS FOLLOWS:
a. Verify magneto switches are "OFF"

b. Throttle position "CLOSED"
c. Mixture control "IDLE CUT-OFF"
d. Set brakes and biock aircraft wheels
e. Leave aircraft tie-downs installed and verify that the
cabin door latch is open.
f. Do not stand within the arc of the propeller blades while
turning the propeller.
3. The aircraft should be flown for thirty (30) minutes. reaching.

but not exceeding, normal oil and cylinder temperatures. If the
aircraft cannot be flown it should be rep reserved per "Temporary
Storage" or "Indefinite Storage", accordingly. Ground running is
not an acceptable substitute for flying .
10-3
NOTE ... If "b." in each program cannot be accomplished on
schedule due to weather. maintenance, etc., pull the propeller thru
daily and accomplish as soon as possible.
It is necessary that for future reference, if required, the propeller

pull thru and flight time be recorded and veriried in the engine
maintenance record flog with the date. time and signature.
TEMPORARY STORAGE (up to 90 days)
Preparation for Storage
I. Remove the top spark plug and spray preservative oil (Lubri-
cation Oil - Contact and Volatile Corrosion - Inhibited, MIL-L-
46002. Grade I) at room temperature, through upper spark plug
hole of each cylinder with the piston in approximately the bottom
dead center position. Rotate crankshaft as each pair of opposite
cylinders is sprayed. Stop crankshaft with no piston at top dead
center. A pressure pot or pump-up type garden pressure sprayer
may be used. The spray head should have ports around the circum-
ference to allow complete coverage of the cylinder walls.
NOTE . . . Shown below are some approved preservative oils

recommended for use in Teledyne Continental engines for
temporary and indefinite storage:
MIL-L-46002, Grade I Oils:
NOX RUST VCI-105 Daubert Chemical Company

4700 S. Central Avenue
Chicago, Illinois
PETROTECT VA Pennsylvania Refining Company

Butler, Pennsylvania
2. Re-spray each cylinder without rotating crank . To thoroughly

cover all surfaces of the cylinder interior, move the nozzle or spray
gun from the top to the bottom of the cylinder.
J. Re-install spark plugs.
10-4
4. Apply preservative to engine interior by spraying the above
specified oil (approximately two ounces) through the oil filler tube.
5. Seal all engine openings exposed to the atmosphere using

suitable plugs, or moisture resistant tape. and attach red streamers
at each point.
6. Engines. with propellers installed, that are preserved for storage

in accordance with this section should have a tag affixed to the
propeller in a conspicuous place with the following notation on the
tag: "DO NOT TURN PROPELLER - ENGINE PRESERVED':
with the preservation date.
NOTE . . . If the engine is not returned to flyable status at the

expiration of the Temporary (90 day) Storage, it must be preserved
in accordance with the Indefinite Storage procedures.
Preparation for Service
I. Remove seals, tape. paper and streamers from all openings.
2. With bottom spark plugs removed from the cylinders. hand

turn propeller several revolutions to clear excess preservative oiL
then re-install spark plugs.
3. Conduct normal start-up procedure.
4. Give the aircraft a thorough cleaning and visual inspection. A

test flight is recommended.
INDEFINITE STORAGE
Preparation for Storage
I. Drain the engine oil and refill with M I L-C-6529 Type II. Start
engine and run until n~rmal oil and cylinder head temperatures are
reached. The preferred method would be to fly the aircraft for thirty
(30) minutes. Allow engine to cool to ambient temperature.
Accomplish steps 1 and 2 of '''Temporary Storage."
10-5
NOTE ... M IL-C-6529 Type II may be formulated by thoroughly
mixing one part compound M lL-C-6529 Type I (Esso Rust-Ban
628. Cosmoline No. J223 or equivalent) with three parts new
lubricating oil of the grade recommended for service (all at room
temperature). Single grade oil is recommended.
2. Apply preservative to engine interior by spraying M IL-L-46002,

Grade [ oil (approximately two ounces) through the oil filler tube.
3. I nstalJ dehydrator plugs MS27215-J or -2. in each of the top

srark plug holes, making sure that each plug is .blue in color when
installed . Protect and support the spark plug Ibads with AN-4060
protectors.
4. If the engine is equipped with a pressure type carburetor,

preserve this component by the following method. Drain the
carburetor by removing the drain and vapor vent plugs from the
regulator and fuel control unit. With the mixture control in "Rich"
position, inject lubricating oil grade 1010 into the fuel inlet at a
pressure 'not to exceed 10 psi until oil flows from the vapor vent
opening. Allow excess oil to drain. plug the inlet and tighten and
safety the drain and vapor vent plugs . Wire the throttle in the open
position. place bags of desiccant in the intake and seal the opening
with moisture resistant paper and tape, or a cover plate.
5. If the carburetor is removed from the engine, place a bag of

desiccant in the throat of the carburetor air adapter. Seal the
adapter with moisture resistant paper and tape or a cover plate.
6. The TCM fuel injection system does not require any special
rreservation preparation. For preservation of the Bendix RSA-
7DA-1 fuel injection system. refer to the Bendix Operation and
Service Manual.
7. Place a bag of desiccant in the exhaust pipes and seal the

openings with moisture resistant tape.
~. Seal the cold air inlet to the heater muff with moisture resistant
tape to exclude moisture and foreign objects.
10-6
9. Seal the engine breather by inserting a dehydrator MS27215-2
plug in the breather hose and clamping in place.
10. Attach a red streamer to each place on the engine where bags of
desiccant are placed. Either attach red streamers outside of the
sealed area with tape or to the inside of the sealed area with safety
wire to prevent wicking of moisture into the sealed area.
I J. Engines, with propellers installed, that are preserved for

storage in accordance with this section should have each propeller
tagged in a conspicuous place with the following notation on the
tag: "DO NOT TURN PROPELLER - ENGINE PRESERVED",
with the preservation date.
RETURNING AN AIRCRAFT TO SER¥ICE PROCEDURES:
I. Remove the cylinder dehydrator plugs. and all paper, tape,

desiccant bags and streamers used to preserve the engine.
2. Drain the corrosion preventive mixture and re-service with

recommended lubricating oil.
WARNIN G •.. When returning the aircraft to service do not use the
corrosion preventive oil referenced in '1NDEFINITE STORAGE;' .
paragraph 1 for more than 25 hours.
3. If the carburetor has been preserved with oil, drain it by

removing the d rain and vapor vent plugs from the regulator and fuel
control unit. With the mixture control in "Rich" position, inject
service type gasoline into the fuel inlet at a pressure not to exceed 10
psi until all of the oil is flushed from the carburetor. Re-install the
carburetor plugs and attach the fuel line.
4. With bottom plugs removed, rotate propeller to clear excess

preservative oil from cylinders.
5. Re-install the spark plugs and rotate the propeller by hand

through the compression strokes of all the cylinders to check for
possible liquid lock. Start the engine in the normal manner:.
10-7
6. Give the aircraft a thorough cleaning, visual inspection and test
flight per airframe manufacturer's instructions.
INSPECTION OF AIRCRAFT STORED PER INDEFINITE

STORAGE PROCEDURES:
I. Aircraft prepared for indefinite storage should have the

cylinder dehydrator plugs visually inspected every 15 days. The
plugs should be changed as soon as their color indicates unsafe
conditions of storage. If the dehydrator plugs have changed color in
one-half or more of the cylinders. aU desiccant, material on the
engine should be replaced .
2, The cylinder bores of all engines prepared for indefinite storage

should be re-sprayed with corrosion preventive mixture every six
months, or more frequently if bore inspection indicates corrosion
has started earlier than six months. Replace all desiccant and
dehydrator plugs. Before spraying, the engine should be inspected
for corrosion as follows: lnspect the interior of at least one cylinder
on each engine through the spark plug hole. If cylinder shows start
of rust, spray cylinder corrosion preventive oil and turn prop over
six times, then re-spray all cylinders. Remove at least one rocker
box cover from each engine and inspect the valve mechanism.
10-8
SECTION XI
GLOSSARY
ADMP - Absolute dry manifold pressure. It is used in establishing

base-line standards of engine performance. Manifold pressure is the
absolute pressure in the intake manifold; it is expressed in inches of
mercury ("Hg).
AMBIENT - A term used to denote a condition of the surrounding

atmosphere at a particular time. For example: Ambient Tempera-
ture or Ambient Pressure.
BHP - Brake Horsepower. The power actually delivered to the

engine propeller shaft. It is so called b·ecause it was formerly
measured by applying a brake to the powe'r shaft of an engine. The
re4uired effort to brake the engine could be converted to horse-
power - hence: "Brake" horsepower.
BSFC - Brake Specific Fuel Consumption. Fuel consumption

stated in pounds per hour per brake horsepower. For example, an
engine developing 200 horsepower while burning 100 pounds of fuel
per hours. has a BS Fe of .5.
Fuel consumption in PPH 100

= =.5
Brake horsepower 200
COLD SOAKING - Prolonged exposure of an object to cold tem-

peratures so that its temperature throughout approaches that of
ambient.
CRITICAL ALTITUDE - The maximum altitude at which a

component can operate at 100% capacity. For example, an engine
with a critical altitude of 16,000 feet cannot produce 100% of its
rated manifold pressure above 16,000 feet.
DENSITY ALTITUDE - The effective altitude, based on prevailing

temperature and pressure. equivalent to some standard pressure
altitude.
11-1
DYNAMIC CONDITlON - A term referring to properties of a
body in motion.
E.C.T. - Exhaust Gas Temperature. Measurement of this gas tem-
perature is sometimes used as an aid to fuel management.
EXHAtlST BACK PRESSURE - Opposition to the flow of
exhaust gas, primarily caused by the size and shape of the exhaust
system. Atmospheric pressure also affects back pressure.
FOt: R CYCLE - Short for "Four Stroke Cycle". It refers to the four
strokes of the piston in completing a cycle of engine operation
(Intake. Compression, Power and Exhaust).
FUEL INJECTION - A process of metering fuel'into an engine by
means other than a carburetor.
GALLERY - A passageway in an engine or component. Especially
one through which oil is flowed.
Hg" - Inches of Mercury. A standard for measuring pressure,
especially atmospheric pressure or manifold pressure.
HEAT SOAKED - Prolonged exposure of an object to hot temper-
ature so that its temperature throughout approaches that of am-
bient.
HUMIDITY - Moisture in the atmosphere. Relative humidity,
expressed in percent, is the amount of moisture (water vapor) in the
air compared with the maximum amount of moisture the air could
contain at a given temperature.
LEAN L1MJT MIXTURE - The leanest mixture permitted for any

given power condition. It is not necessarily the leanest mixture at
which the engine will run.
MANIFOLD PRESSURE - Absolute pressure as measured in the

intake manifold. Usually measured in inches of mercury.
MIXTURE - Mixture Ratio. The proportion of fuel to air used for

combustion.
NATURALLY ASPIRATED (ENGINE) - A term used to describe

an engine which obtains induction air by drawing it directly from
the atmosphere into the cylinder. A nonsupercharged engine.
11-2
NRP - Normal Ruted Power.
O.A.T. - Outside air temperature.
OCTANE NUMBER - A rating which describes relative anti-knock

(detonation) characteristics of fuel. Fuels with greater detonation
resistance than 100 octane are given Performance Ratings.
OIL TEMPERATURE CONTROL UNIT - A thermostatic unit

used to divert oil through or around the oil cooler, as necessary, to
maintain oil temperature within desired limits.
OVERBOOST VALVE - A safety device used on some turbo-

charged engines to relieve excessive manifold pressure in event of a
malfunction.
OVERHEAD VALVES - An engine configuration in which the

valves are located in the cylinder hea·d itself.
OVERSPEED - When an engine has exceeded its rated revolutions

per minute.
PERFORMANCE RATING - A rating system used to describe the

ability of fuel to withstand heat and pressure of combustion as
compared with 100 octane fuel. For example, an engine with high
compression and high temperature needs a higher Performance
Rated fuel than a low compression engine. A rating of JOO/130
denotes performance characteristics of lean (100) and rich (130)
mixtures respectively.
PRESSURE ALTITUDE - Altitude, usually expressed in feet,

(using absolute pressure (static) as a reference) equivalent to
altitude above the standard sea level reference plane (29.92" Hg).
PROPELLER LOAD CURVE - A plot of horsepower, fuel flow, or

manifold pressure versus RPM through the full power range of one
engine using a fixed pitch propeller or a constant speed propeller
running on the low pitch stops. This curve is established or deter-
mined during design and development of the engine.
11-3
PROPELLER PITCH - The angle between the mean chord of the
propeller and the plane or rotation.
RAM - 1ncreased air pressure due to forward speed .
RATED POWER - The maximum horsepower at which an engine is

approved for operation. Rated power may be expressed in
horsepower or percent.
RETARD BR EAKER - A device used in magnetos to delay ignition

during cranking. It is used to facilitate starting:
j
RICH LIMIT - The richest fuel/ air ratio permitted for any given
power condition. It is not necessarily the richest condition at which
the engine will run.
ROCKER ARM - A mechanical device used to transfer motion

from the pushrod to the valve.
SCAVENGE PUMP - A pump (especially an oil pump) to prevent

accumulation of liquid in some particular area .
SONIC VENTURI - A restriction, especially in cabin pressuriza-

tion systems, to limit the flow of air through a duct.
STANDARD DAY - By general acceptance, temperature -

59°Fj 15°C, pressure - 29.92 In. Hg.
STATIC CONDITION - A term referring to properties of a body at

rest.
SUMP - The lowest part of a system. The main oil sump On a wet
sump engine contains the oil supply.
TBO - Time Between Overhauls. Usually expressed in operating

hours.
T.D.C. - Top Dead Center. The position in which the piston has
reached the top of its travel. A line drawn between the crankshaft
rotational axis. through the connecting rod end axis and the piston
pin center would be a straight line. Ignition and valve timing are
stated in terms of degrees before or after TDe.
THERMAL EFFICIENCY - Regarding engines, the percent of

total heat generated which is converted into useful power.
T.I.T. - Turbine Inlet Temperature. The measurement of E.G.T. at

the turbocharger turbine inlet.
TORQUE - Twisting moment' or leverage, stated in pounds-foot (or

pounds-inch).
TURBOCHARGER - A device used to supply increased amounts

of air to an engine iJilduction system . In operation, a turbine is
driven by engine exhaust gas. In turn, the turbine directly drives a
compressor which pumps air into the engine intake.
VAPOR LOCK - A condition in which the proper flow of a liquid

through a system is disturbed by the formation of vapor. Any liquid
will turn to vapor if hea ted sufficien tly. The amount of heat required
for vaporization will depend on the perssure exerted on the liquid.
VARIABLE PRESSURE CONTROLLER - A device used to

control the speed, and thus the output of the turbocharger. It does
so by operating the wastegate which diverts, more or less, exhaust
gas over the turbine.
VISCOSITY - The characteristic of a liquid to resist flowing.

Regarding oil, high viscosity refers to thicker or "heavier" oil while
low viscosity oil is thinner. Relative viscosity is indicated by the
specified "weight" of the oil such as 30 "weight" or 50 "weight':
Some oils are specified as multiple-viscosity such as IOW30. In such
cases, this oil is more stable and resists the tendency to thin when
heated or thicken when it becomes cold.
VOLATIliTY - The tendency of a liquid to vaporize.
11-5
VOLUMETRIC EFFICIENCY - The ability of an engine to fill its
cylinders with air compared to their capacity for air under static
conditions. A "normally aspirated" engine will always have a
volumetric efficiency of slightly less than 100%, whereas super-
chargers permit volumetric efficiencies in excess of 100%.
WASTEGATE VALVE - A unit, used on turbocharged engines, to

divert exhaust gas through or around the turbine, as necessary to
maintain turbine speed. As more air is demanded by the engine, due
to throttle operation, the compressor must work harder. In order to
maintain compressor and turbine speed, more exhaust must be
flowed through the turbine. The wastegate valve! closes and causes
gas, which would go directly overboard, to pass through the
turbine. The wastegate is usually operated by an actuator which gets
signals from the turbocharger contrqller.
11-6

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LTSIO-520-AE

CONTINENTAL® AIRCRAFT ENGINE

Effective Changes for this Manual

List of Effective Pages

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

A TSIO-520 Series Engine Operator’s Manual

THE ENGINE(S) DESCRIBED IN THIS MANUAL MUST

THIS MANUAL CONTAINS NO WARRANTIES, EITHER

II Specifications and Limits ..................... 2-1

III Normal Operating Procedures. . . . . . . . . . . . . . . .. 3-1

IV In-Flight Emergency Procedures ........ '" .... 4-1

V Engine Performance and Cruise Control ........ 5-1

VI Abnormal Environmental Conditions .......... 6-1

VII Engine Description ............ :.. .. .......... 7-1

VIII Servicing and Inspection ..................... 8-1

IX Troubleshooting ............................. 9-1

X Storage and Removal From Storage .......... lO-1

Altitude Performance Curve - TSIO-520-B, BB ............. 5-3

41 Altitude Performance at 2100 RPM - TSIO-520-P .......... 5-40

79 Fuel Flow Vs. Pressure Drop - L/TSIO-520-AE. TSIO-520-AF. 5-77

This booklet is intended to provide pilots, operators and main-

The operating instructions outlined in this Ihanual have been

Notes, Cautions and Warnings are included throughout this

NOTE: Special interest information which may facilitate the

CA UTION: Informalion issued 10 emphasize certain ins/ructions

WARNINGS: Information which, if disregarded, may result in

WARNING . .. This engine must be installed in accordance

The engines described herein are turbocharged, fuel injected, six-

The relatively high power delivered by these engines, per pound of

The increased diameter crankshaft versions of the TSI 0-520 series

Specifications for the TSIO-520 Series Aircraft Engines:

FAA Type Certificate Number E8CE

PROPELLER DRIVE DATA:

See appropriate parts catalog and specification list for accessories

Cylinder Bore (inch) 5.25 5.25 5.25 5.25 5 .25

CA UTION ... This section pertains to flight operations conducted

The life of your engine is determined by the care it receives. FolJow

The'engine receives a run-in operation before leaving the factory.

WARNING ... The use of a lower octane rated fuel can

I. Place the ignition switch to the "OFF" position.

3. Assure that fuel tanks contain proper grade and quantity of

4. Drain a quantity of fuel from all sumps and strainers into a

5. Check oil level in sump.

6. Check cowling for security.

I. Fuel Selector - ON, appropriate tank.

2. Propeller Control - HIGH RPM.

3. Mixture Control - FULL RICH.

4. Battery Switch - ON.

5. Throttle - FULL OPEN.

6. Boost Pumps or Primer - ON, 2 to 3 seconds.

7. Throttle - 1/2 INCH OPEN.

8. Magneto/Start Switch - START position.

Release the Magneto/Start Switch to BOTH position as soon as the

CA UTION ... If engine kicks back when starting. DO NOT attempt

a. Throttle - FULL OPEN.

b. Mixture Control - FULL RICH.

c. Primer - ON, 2 to 3 seconds.

d. Throttle .. 1/2 INCH OPEN.

e. Magneto/Start Switch - START position.

f. Once engine starts. it may be necessary to keep engine run-

g. Magneto/Start Switch - BOTH position.

a. Mixture Control - IDLE CUT-OFF.

b. Throttle - FULL OPEN.

c. Magneto/Start Switch - START.

OPerator's Manual Continental YS303P

OPerator's Manual Continental YS303P