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OPERATORS
MANUAL
FAA APPROVED
Publication X30041
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.
PAGE
SECTION
I Operating Specifications and Limits .............. 1-1
X Glossary. . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .. 10-1
ii
LIST OF ILLUSTRATIONS
PAGE PAGE
iii
INTRODUCTION
iv
Notes. Cautions and Warnings are included throughout this manual.
Application is as follows:
NOTE: ... Special interest information which may facilitate the opera-
tion of equipment.
v
SECTION 1
When increasing power, first increase the RPM with the propeller
control and then increase manifold pressure with throttle. When
decreasing power, throttle back to desired manifold pressure and
then adjust to the desired RPM. Readjust manifold pressure after
final RPM setting.
11
Manufacturer ..................... Teledyne Continental Motors
Models ............................ IO-520-A, B, BA, BB, C, CB,
D, E, F, J, K, L, M, MB
Cylinders
Arrangement ............ Individual cylinders in a horizontally
opposed position.
Compression Ratio ... , .. , ............................. 8.5:1
Firing Order .................................... 1 -6-3-2-5-4
"Cylinder Head Temperature
Maximum Allowable ................................ 460F.
Number .................................................. 6
Numbering (Accessory
toward propeller end):
Right Side ......................................... , 1-3-5
Left Side ........................................... 24-6
Bore (Inches) .......................................... 5.25
Stroke (Inches) ............................. , .......... 4.00
Piston Displacement (cu. in.) ............................ 520
Brake Horsepower
Rated Maximum Continuous Operation .................. 285
Rated Maximum Take-Off ..... 2B5 A-B-BA-BB-C-CB-J-M-MB
300 D-E-F-K-L (5 Min. Max.)
Recommended Maximum for Cruising ................... 215
(225 for IO-520-L)
12
Intake Manifold Pressure (In. Hg.)
Maximum Take-off ........................... Full Throttle
Maximum Continuous ........................ 28.8
Recommended Continuous Max.
for Cruising ................... See Performance Chart
Oil Pressure
Idle, Minimum, psi .................................. 10
Normal Operation (psi) ........................ 30 to 60
1-3
ACCESSORIES *
Wt. Change
One each Bendix S6RN-201 and S6RN-205 None
One each Bendix SBRN-1201 and S6RN-1205 +1 lb.
Two Bendix S6RN-25 +1 lb.
Two Slick Electro Model 662 or 680 +2 lb.
Two Bendix S6RN-1225 +1 lb.
Two Slick Electro Model 6210 -3 lb.
5. Those engines which are designated with a suffix letter "B" (i.e ..
10-520-BB) are interchangeable with those engines ofthe same
model letter without the suffix letter (i.e .. 10-520-B). Those
engines which are designated without suffix letter (i.e . 10-S20-
B) are non-interchangeable with those engines which are
designated with the suffix letter "B" (i.e., 10-520-BB).
1-4
ACCESSORIES" jcon1tinued)
-II
Oil Level is indicated by "CALIBRATION" marks on dipstick.
# Modified AND 20010 pad. This drive supplied with cover plate.
only.
@ These drives applied with cover plate only.
1-5
Dimensions 10-520-A80J 10-520-B. 10-520C. 10520-0 10
BA.BB CB
D&tail Weight.
a. Basic Engine - Includes
lubric:alion system, accessory
drilJes, starter adapter,
intake svstem, mountmg
brackets. cylinder. and four
pendulum type dampers 412.43 Lbs. 406.65 lbs 398.72 Lbs 411.43 lb . 411.
Spark PI ugs (12J 3.00 Lbs. 3.00 Lbs. 300 Lbs. 3.00 lb . 3.
6'l Magnetos 12) 12.88 lbs. 12.31 lbs. 12..31 lbs. 12.88 Lbs. 10
Ignition Assembly
(aU weather) 2.75 Lbs. 2.75 Lbs. 2.75 Lbs. 2.75 Lbs. 2
Basic Engine Weight Idry) 431.06 Lbs 424.70 Lbs. 416.80 lbs. 430.06 Lbs. 427
GENERAL.
The minimum grade aviation fuel for this engine is 100LL (Blue) or
100 (Green). In case the grade required is not available, use a higher
rating. Never use a lower rated fuel.
2-1
PRESTARTING.
Before each flight the engine and propeller should be examined for
damage. oil or fuel leaks, security and proper servicing.
2. Operate all controls and check for binding and full range oftravel.
3. Assure that fuel tanks contain proper type and quantity of fuel.
(100LL - Blue. or 100 Green)
4. Drain a quantity of fuel from air sumps and strainers into a clean
container. If water or foreign matter is noted. continue draining until
only clean fuel appears.
STARTING.
5. Battery - On
6. Magnetos - On
22
NOTE ... Initial starting ignition is provided by a special high voltage
circu it operated by the starter switch, which fires the spark plugs and
retards the ignition timing. Starting will be facilitated if the starter is
released as soon as the engine starts so that normal ignition is
provided by the magnetos.
' CAUTION . . . Do not engage the starter when the engine is running as
this will damage the starter,
COLO STARTS.
Use the same procedure aS ,for normal start, except that more prime
will normally be necessary. After the engine begins running. it may
be necessary to operate the primer intermittantly for a few seconds in
order to prevent the engine from stopping.
FLOODED ENGINE.
HOT STARTS.
Use the same procedure as for normal start. except do not prime and
position the throttle about half open white cranking. When the
engine begins to run, adjust the throttle to obtain 1000-1500 RPM for
a few seconds, then as desired.
23
GROUND RUNNING; WARM-UP.
3. Avoid prolonged idling at low RPM. Fouled spark plugs can result
from th is practice.
PRE-TAKEOFF CHECK.
CA UTiON ... Do not operate the engine at run-up speed unless oil
temperature is 75F. minimum.
24
5. Increase engine speed to 1700 RPM only long enough to perform
the following checks:
3 . Mixture - Move toward idle cutoff until RPM peaks and hold for
ten seconds. Run mixture to full rich.
4. Magnetos - Recheck.
2-5
If the engine is not operating within specified limits. it should be
inspected and repaired prior to continued operational service.
(1) Move propeller governor control toward low RPM pOSition and
observe tachometer. Engine speed should decrease to minimum
governing speed (200-300 RPM drop~. Return governor control to
high speed position. Repeat this procedure two or three times to
circulate warm oil into the propeller hub.
6. Instrument Indications.
a. Oil Pressure: The oil pressure relief valve will maintain pressure
within the specified limits if the oil temperature is within the specified
limits and if the engine is not excessively worn ordirty. Fluctuating or
low pressure may be due to dirt in the oil pressure relief valve or
congealed oil in the system.
2-6
c. Cylinder Head Temperature: Any temperature in excess of the
specified limit may cause cylinder or piston damage. Cooling of
cylinders depends on cylinder baffles being properly positioned on
the cylinder heads and barrels, and other joints in the pressure
compartment being tight so as to force air between the cylinder fins.
Proper cooling also depends on operation practices. Fuel and air
mixture ratio will affect cylinder temperature. Excessively 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 on the ram air flow developed by the forward
motion of the aircraft for adequate cooling .
TAKEOFF.
c. Use full throttle to obtain rated power for takeoff. During takeoff,
observe manifold pressure RPM, fuel flow, engine temperature and
oil pressure. All should be within normal limits.
2-7
CLIMB.
a. All high power climb, except when operating from high altitude
fields, must be done at "FULL RICH" mixture setting with cowl flaps, if
provided, in the full open position.
CRUISE,
NOTE ... Exhaust gas temperature may be used as an aid for mixture
leaning in cruising flight at 75% power or less. To adjust the mixture,
using this indicator. lean to establish the peak EGT as a reference
point. At cruise speeds between 65% and 75%, operate at 25F. rich
of peak. Cruise operation at 65% or less may be at peak EGT.
28
DESCENT.
NOTE ... Avoid long descents at low manifold pressure as the engine
can cool excessively and may not accelerate satisfactorily when
power is reapplied. If power must be reduced for long periods. adjust
propeller to minimum governing RPM and set manifold pressure no
lower than necessary to obtain desired performance. If the outside
air is extremely cold. it may be desirable to add drag to the aircraft in
order to maintain engine power without gaining excess airspeed.
Do not permit cylinder temperature to drop below 300 D F. for
periods exceeding five (5) minutes.
LANDING.
STOPPING ENGINE.
29
SECTION III
IN-FLIGHT EMERGENCY PROCEDURES
ENGINE ROUGHNESS.
If engine roughness does not disappear after the above. the following
steps should be taken to evaluate the ignition system ,
3,
2. Magnetos - Turn Off, then On, one at a time. If engine smooths
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.
3. Airspeed - Increase.
32
1. Cowl Flaps - Open.
2. Airspeed - Increase.
IN-FLIGHT RESTARTING.
33
WITHOUT UNFEATHERING ACCUMULATORS:
NOTE .. , The eng ine will run quite rough until the propeller leaves the
feathering range. Expect a fairly rapid surge of power as the engine
accelerates to minimum governing RPM.
c. Oil Pressure - Within limits, will probably be quite low if oil iscold.
If no oil pressure is indicated, engine damage may occur if the restart
is continued.
NOTE ... If propeller does not unfeather or the engine does not turn,
return the propeller control to the feather position and secure the
engine.
34
SECTION IV
ENGINE PERFORMANCE AND CRUISE CONTROL
b. Locate RPM and manifold pressure on sea level curve (point "S").
4-1
NOTE . . . It may be necessary to make minor readjustments to
manifold pressure and fuel flow (mixture) after changing RPM.
Gauge fuel flow should fall between the maximum and minimum
values on the curve. If not. the fuel injection system or
instrumentation (including tachometer, manifold pressure, fuel flow
gauge or EGT system) should be checked for maladjustment or
calibration error.
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PROP LOAD CURVE RPM/ADMP POWER SETIINGS.
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18 19 2'0 21 12 2l 24 25 26 '21 18 29 30
AIU. cRY ...uN. FOLD PRESSuRE IN. I1G . il'RE$
Three areas of operation may require special attention. These are (a)
extreme cold weather, (b) extreme hot weather and (c) high altitude
ground operation. The fol/owing may be helpful to the operator in
obta in i ng satisfactory engine performance under adverse conditions.
PREHEATING.
The use of preheat and auxiliary power (battery cart) will facilitate
starting during cold weather and is recommended when the engine
has been cold soaked at temperatures of 10F. and below. Succesful
starts without these aids can be expected at temperatures below
normai, provided the aircraft is in good condition and the ignition and
fuel systems are properly maintained.
The following procedures are recommended for preheating. starting,
warm-up. run-up and takeoff.
1. Select a high volume hot air heater. Small electric heaters which
are inserted into the cowling "bug eye" do not appreciably warm the
oil and may result in superficial preheating.
52
Before sta rting is attempted, turn the engine by hand or starter until it
rotates freely. After starting, observe carefully for high or low oil
pressure and continue the warm-up until the engine operates
smoothly and all controls can be moved freely. Do not close the cowl
flaps to facilitate warm-up as hot spots may develop and damage
ignition wiring and other components.
2. Hot air should be applied primarily to the oil sump and filter area.
The oil drain plug door or panel may provide access to these areas.
Continue to apply heat for 15 to 30 minutes and turn the propeller, by
hand, through 6 or 8 revolutions at 5 or 10 minute intervals.
3. Periodically feel the top of the engine and, when some warmth is
noted, apply heat directly to the upper portion of the engine for
approximately five minutes. This will provide sufficient heating of the
cylinders and fuel lines to promote better vaporization for starting. If
enough heater hoses are available, continue heating the sump area .
Otherwise, it will suffice to transfer the source of heat from the sump
to the upper part of the engine.
NOTE . .. Since the oil in the oil pressure gauge line may be
congealed, as much as 60 seconds may elapse before oil pressure is
indicated. If oil pressure is not indicated within one minute, shut the
engine down and determine the cause.
53
At 1700 RPM. adjust the propeller control to Full Decrease RPM until
minimum governing RPM is observed, then return the control to Full
Increase RPM. Repeat this procedure three or four times to circulate
warm oil into the propeller dome. If the aircraft manufacturer
recommends checking the propeller feathering system, move the
control to the Feather position but do nat allow the RPM to drop more
than 300 RPM below minimum governing speed.
8. When the oil temperature has reached 100F. and oil pressure
does not exceed 80 psi at 1700 RPM, the engine has been warmed
sufficiently to accept full rated power.
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.
3. Mixture - Rich.
4. Throttle - Open.
7. Starter - Engage.
5-4
B. Primer - Operate as necessary to facilitate firing . Continue to
prime as necessary to sustain engine operation.
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 ~imits and steady.
c. Any oil pressure indication other than steady and within limits.
d. Engine roughness .
55
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: (1) Starting a hot engine, (2) Ground operation under high
ambient temperature conditions and (3) Takeoff and initial climbout.
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 and, up to a point, will
result in reduced 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 combine with oxygen in the combustion
process.
5-6
The operator. by being cognizant of these conditions. can take certain
steps to cope with problems associated with hot weather/hotengine
starting. The primary objective should be that of permitting 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, minimizing 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. Restarting attempts will be the most difficult
during the 30 minutes to one hour following that interval. the fuel
vapor wil be less pronounced and normally will present Jess of a
restart problem.
57
SECTION VI
ENGINE DESCRIPTION
a. The engine driven, gear type oil pump draws oil from the sump
through the oil suction t ube and crankcase oil passage. From the gear
chamber oil is directed to the oil filter chamber and to the tachometer
drive gear. A filter by-pass valve is incorporated in the pump housing
in the event that the filter becomes clogged.
6-1
c. 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
col/ar. which directs it to the crankshaft interior.
a. Oil is drawn from the sump through the suction tube tothe intake
side of the engine driven. gear type, oil pump. From the outlet side of
the pump, oil is directed to the full flow, replaceable oil filter. A by-
pass valve is incorporated in the filter in the event that the element
becomes clogged. Lubrication reaches the tachometer drive gears
through oil passages drilled in the oil pump cover. An oil pressure
relief valve is incorporated in the oil pump housing.
6-2
GOVERNOR
PAD
~
W
GOVERNOR PAD
11'
~
- - - - OIL SUCTION
-'-'-'- OIL THRlI RELIEF VALVE
............ OIL THRU OIL TEMPERATURE
CONTROL VALVE
- - - OIL UNDER PRESSURE
.----- 01 L FROM GOVERNOR
SUMP OIL PICKUP
f. Oil transfer tubes and drain holes are provided to return oil to the
sump.
INDUCTION SYSTEM.
The air induction system used on the 10-520 Series Engines consists
of intake tubes, a balance tube, connecting hoses, clamp assemblies
and a combination air throttle and fuel metering control. The air
throttle assembly may be located at the rear of the engine supported
be brackets. or below the oil sump supported by an inverted manifold
assembly or bolted to a cast aluminum oil sump. The air throttle on
the 10-520-M is airframe mounted and connected to the riser by a
flexible duct. The intake manifold and balance tube are mounted
below the cylinders. The intake duct and filter are provided by the
aircraft manufacturer.
IGNITION SYSTEM.
6-5
b. In engine models which employ the retard breaker system, the
left magneto incorporates duel breakers which retard ignition spark
during engine cranking. During the engine cranking period the right
magneto is grounded and inoperative. The retard breaker, in the left
magneto, is actuated by the same cam as the main breaker, and is so
located that its contacts will open at a predetermined number of
degrees after the main breaker contacts open. A batteryoperated
starting vibrator furnishes electrical current to the magneto for
retarded ignition starting regardless of engine cranking speed. The
retarded ignition is in the form of a "shower" of sparks instead of a
single spark as obtained from the impulse coupling magneto. When
the engine starts and the ignition start switch is released to return to
its "BOTH" position, the vibrator circuit and the retard breaker circuit
becomes inoperative. Simultaneously the right magnetos are firing at
full advance pOSition.
L---------------------os
& LOWER SPARK PLUeS
6-6
FUEL SYSTEM.
The continuous flow system permits the use of a typical rotary vane
pump with integral relief valve in place of a much more complex and
more expensive plunger type pump. The relief valve maintains
maximum fuel flow under full power conditions. With this system
there is no need for an intricate mechanism for timing injection to the
engine.
The fuel injector pump is equipped with a vapor separator where the
vapor is separated from liquid fuel by swirling action . Vapor is
returned to the fuel tank. The fuel injector pump forces liquid fuel into
the fuel-air mixture control assembly.
6-7
SECONDARY FUEL STRAlNEII
THROTTLE UNKAG~
FUEL TO AlR
IDLE SPEED
ADJUSTMENT
, _ THROTT
LEVER
AlR THROTTLE
ASSEMBLY
CYLINDERS.
VALVES.
6-9
SECTION VII
SERVICING AND INSPECTION
SERVICING.
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.
Normal Service
All Temperatures 15W-50
20W-50
Or if temperatures are:
Below 40F. SAE30 or 10W-30
Above 40 o F. SAE 50
Ambient Air Temperature (Sea Level)
APPROVED PRODUCTS.
Supplier Brand
Phillips Petroleum Company Phillips 66 Aviation Oil, Type A
Shell all Company Aeroshell Oil W
Continental Oil Conoco Aero S
Texaco. Inc. Texaco Aircraft Engine Oil -
Premium AD
Mobil Oil Company Mobil Aero Oil
Castro Limited (Australia) Castrolaero AD Oil
Pennzoi[ Company Pennzoil Aircraft Engine Oil
Sinclair Oil Company Sinclair Avoil
Exxon Company. U.S.A. Exxon Aviation Oil EE
BP Oil Corporation BP Aero Oil
Quaker State Oil & Refining Co. Quaker State AD Aviation
Engine Oil
Delta Petroleum Company Delta Avoil Oil
Union Oil Company of California Union Aircraft Engine Oil HD
Gulf Oil Company Gulfprlde Aviation AD
Phillips Petroleum Company X/C Aviation Multiviscosity
Oil SAE 20W-50
Red Ram Limited (Canada) Red Ram X/C Aviation Oil 20W-5'J
Shell Oil Company AEROSHELL Oil W SAE 15W/SO
72
INSPECTIONS.
Before each flight the 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. Refer to the
aircraft manual preflight check list.
50 HOUR INSPECTION.
73
7. Adjustments & Repairs: Perform service as required on any
items found defective.
Perform all items listed under 50 Hour inspection. and add the
following:
7-4
11 . Magnetos: Check. Adjust points and timing if
necessary.
7-5
SECTION VIII
WARNING . . . Do not attempt to use this manual as a
guide for performing repair or overhaul of the engine. The
Engine Overhaul Manual and applicable Service Bulletins
must be consulted for such operations.
TROUBLE SHOOTING
81
This trouble shooting chart is provided as a guide. Review all probable
trouble with similar symptoms. Items are presented in sequence of t
necessarily in order of probability.
TROUBLE SHOOTING CHART
10. Low oil a. Insufficient oil in oil sump. a. Add oil, or cha
pressure on oil dilution or using im-
c:)
in engine gage proper grade oil for prevail-
ing ambient temperature.
a. Operate the engine until the oil temperature reaches the normal
range. Drain the oil supply from the sump as completely as possible,
and replace the drain plug.
b. Fill the sump to the ful[ mark on the dipstick gage with M[L-C-
6529 Type II oil which will mix with normal oil, which is suitable as a
lubricant, and will provide protection against corrosion.
b. If at the end of the thirty (30) days the aircraft will not be removed
from storage, the engine shall be started and run . The preferred
method will be to fly the aircraft for thirty (30) minutes . If flying is
impractical, a ground run shall be made of thirty (30) minute duration,
and up to, but not exceeding normal oil and cylinder temperatures.
9-1
a. if the engine has a total time of more than twenty-five (25) hours.
the MIL-C-6529 oil shall be drained after B ground warm-up. Install
the TCM recommended oil before flight. It should be noted that MIL-
C-6S29 Type II is the TeM recommended oil for the first twenty-five
1(25) hours of flight.
I a. Remove top and bottom spark plugs and atomize spray preserva-
I tive oil. (Lubrication Oil-Contact and Volatile. Corrosion-Inhibited,
MIL-L-46002, Grade 1) (at room temperature) through upper spark
plug hole of each cylinder with the piston in the down position. Rotate
cran~shaft as each ~~ir of cylinders is sprayed. Stop crankshaft with
I
I no pIston at top posItion.
9-2
f. 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 PRESERVEO".
9-3
SECTION X
GLOSSARY
101
DENSITY ALTITUDE - The effective altitude, based on prevailing
temperature and pressure, equivalent to some standard pressure
altitude.
motion.
FOUR CYCLE - Short for "Four Stoke Cycle". It refers to the four
strokes of the piston in completing a cycle of engine operation (Intake.
Compression, Power and Exhaust).
102
NATURALLV ASPIRATED (ENGINE) - A term used to describe an
engine which obtains induction air by drawing it directly from the
atmosphere into the cylinder. A non-supercharged engine .
10-3
RAM - Increased air pressure due to forward speed.
RICH LIM ~T - The richest fuel/air ratio permitted for any given power
condition. It is not necessarily the richest condition at which the
engine will run.
SUMP - The lowest part of a system. The main oil sump on a wet
sump engine contains the oil supply.
T.D.C. - Top Dead Center. The position in which the piston has
reached the top of its travel. A line drawn between the crankshaft
rotational axis, through the connecting rod end axis and the piston pin
center would be a straight line. Ignition and valve timing are stated in
terms of degrees before or after T.D.C.
10-4
VAPOR LOCK A condition in which the proper flow of a liquid
through a sytem is disturbed by the formation of vapor. Any liquid will
turn to vapor if heated sufficiently. The amount of heat required for
vaporization will depend on the pressure exerted on the liquid.
105