TSIO - 360 Overhaul Manual

OVERHAUL MANUAL
MODELS TSIO-360-A,AB
-B,BB
-C,CB
-D,DB
-E,EB
-F,FB
-GB
-H,HB
-JB
K,KB
-LB
-MB
-SB
FORM NO. X30596A FAAAPPROVED

O 1997 TELEDVNE INDUSTRIES, INC. OCTOBER 1997
CURRENT STATUS OF PAGES AS OF:
OCTOBER 1997
See "Manual Revisions," inrthe introduction section for distribution procedure.
THE ORIGINAL DATE OF THIS PUBLICATION IS NOVEMBER 9988. INSERT LATEST PAGES;
DESTROY SUPERSEDED PAGES.
WRNING
If the user of this manual is uncertain whether all current revisions have been
incorporated into the manual, contact Teledyne Continental Motors. Do not
perform any operation, maintenance, installation or other operation until the
manual is confirmed current.
1997 are for the
ii REVISED OCT 97
(Please note the following statements from FAA Advisory Circular 20-62C entitled "ELIGIBILITY, QUALITY, AND IDENTIFICATION
OF APPROVED REPLACEMENT PARTS"):
3. BACKGROUND. An increasingamount of replacement parts (including standard parts), materials,

appliances, and instruments are offered for sale as being of aircraft quality when actually the quality and
origin of these units are unknown. Users of such units are usually not aware of the potential hazards involved
with replacement parts that are not eligible for use on certificated aircraft. Frequently such units are
deceptively advertised or presented as "unused," "like new," or "remanufactured!' This implies that the
quality of such units is equal to an original or appropriately repaired or overhauled unit.
The performance rules for replacement of parts and materials used in the maintenance and alteration of
U.S. certificated aircraft are specified in Federal Aviation Regulations (FAR) 43.13 and FAR 145.57. The
responsibility for the continued airworthiness of the aircraft, which includes the replacement of parts, is the
responsibility of the ownerioperator as outlined in FAR 91.163, FAR 121.363, FAR 123.45, FAR 127.131
and FAR 135.143 (a).
4. IDENTIFICATION OF THE APPROVED PARTS. Approved serviceable replacement

parts are identified as follows:
a. By an FAA Form 8130-3 (Formerly FAA Form 186), Airworthiness Approval Tag. An Airworthiness
Approval Tag identifies a part or group of parts that have been approved by authorized FAA
representatives.
b. By an FAATechnical Standard Order 0 ) number and identificationmark that indicates the part or
appliance has been manufactured under the requirements of FAR 37.
c. By an FWPMA symbol, together with the manufacturer's name, trademark or symbol, part number,
and the make and model of the type certificated product on which the part is eligible for installation,
stamped on the part. An FAA Parts Manufacturer Approval (FWPMA) is issued under FAR 21.305.
The make and model information may be on a tag attached to the part.
d. By shipping ticket, invoice, or other document which provides evidence that the part was produced
by a manufacturer holding an FAA Approved Production Inspection System issued utlder FAA 21,
Subpart F, or by a manufacturer holding an FAA Production Certificate issued under FAA 21, Subpart
G.
e. By a certificate of airworthiness for export issued by a foreign government under the provisions of
FAR 21, Subpart N.
I I. KNOW YOUR SUPPLIER. It has come to our attention that many reproduced parts and
components, particularly instruments which have been manufactured by persons other than the original
manufacturer, are available for purchase and installationon U.S. certificatedaircraft. Often, an original part
is used as a sample to produceduplicates. The reproduced parts appear to be as good as the original part;
however, there are many unknown factors to be considered that may not be readily apparent to the
purchaser, i.e., heat treating, plating, inspections, tests and calibrations. All too often the faulty part is not
discovered until a malfunction or an accident occurs.
I 2. SUMMARY. in accordance with FAR'S, certification of materials, parts, and appliances for return
to service, for use on aircraft, is the responsibility of the person or agency who signs the approval.
The ownerloperator, as denoted in paragraph 3 of this advisory circular, is responsible for the continued
airworthiness of the aircraft. To assure continued safety in aircraft operation, it is essential that great care
be used when inspecting, testing, and determining the acceptability of all parts and materials. Particular
caution should be exercised when the identity of materials, parts, and appliances cannot be established
or when their origin is in doubt.
OVERHAUL FOR
TSIO-360 SERIES
AIRCRAFT ENGINE
- NOTICE -
The overhauler must comply with all instructions contained in this manual in order to assure safe and
reliable engine performance. Failure to comply will be deemed misuse, thereby relieving the engine
manufacturer of responsibility under its warranty.
This manual contains no warranties, either expressed or implied. The information and procedures
contained herein provide the overhauler with technical information and instructions applicable to proper
overhaul procedures.
Prior to overhaul, the mechanic must meet requirements of Federal Aviation Regulation 65 and must
follow FAR parts 43, 91, and 145, as applicable. This manual must be used in conjunction with the FAA
Advisory circular 43.13-1A, Acceptable Methods, Techniques and Practices - Aircraft Inspection and
Repair, as well as Teledyne Continental Motors' TSIO-360 - Series Parts Catalog X30597A.
CHAPTER
I - Introduction
4 - Airworthiness Limitations
5 - Time Limits/Maintenance Checks
70 - Standard Practices
72 - Engine, Reciprocating
73 - Engine Fuel System
74 - Ignition
75 - Air
76 - Engine Controls
77 - Engine Indicating
78 - Exhaust
79 - Oil
80 - Starting
81 - Turbines
INTRODUCTION
This Teledyne Continental Motors Overhaul Manual is prepared in accordance with the GAMA (General
Aviation Manufacturers Association) format. The manual is divided into groups which enable a broad
separation of contents, (Chapters) within each group.
The chapters are broken down into major systems, Engine - Reciprocating, Exhaust, Starting, etc. The
System Chapters are arranged alphabetically. All System Chapters are assigned a number which becomes
the first element of a standardized numbering system. The element "72" of the number series 72-00-00
refers to the System Chapter on "Engine Reciprocating." All information pertaining to the engine will be
covered in this System Chapter.
The major System Chapters are then broken down into Sub-system Sections. These sections are identified
by the second element of the standardized numbering system. The number "10" of the basic number
series "72-10-00" is for the "disassembly" of the engine.
The Subsection is the third element of the standardized numbering system "72-10-12." This number is the
final breakdown of the Chapter. Number "12" is for "Oil Pump Assembly," that is "Disassembled" from the
"Engine."
EXAMPLE:
- Chader - - Section - - Subsection -

"Engine F3eciprocating" "Disassembly" "Oil Pump Assembly"
In producing this publication, considerable effort has been put forth to provide grammatically clear and
accurate information. Teledyne Continental Motors solicits the users assistance in providing information
for review on changes that the user may suggest.
TABLE OF CONTENTS
SECTION PAGE
NOTE ...The following Section and Grid Numbers are located on Fiche 1 of 2.
ii Current Status of Pages . . . . . . . . . . . . . . . ii
iii Warning . . . . . . . . .............. iii
iv Notice. . . . . . . . . . . . . . . . . . . . . . . iv
v Introduction . . . . . . . . . . . . . . . . . . . . v
vi Table of Contents. . . . . . . . . . . . . . . . . . vi
xii List of lllustrations . . . .............. xii
xvi List of Charts. . . . . . .............. xvi
CHAPTER f INTRODUCTION
1-00M) SCOPE
1-00-01 Related Publications . . . . . . . . . ....... 1-00-03
1-00-02 Service Bulletins . . . . . . . . . . . . . . . . . . 1-00-04
1-00-03 Service Reports and Inquiries . . . . . . . . . . . . 1-00-04
1-00-04 100% Replacement Parts . . . . . . . . . . . . . . 1-00-05
1-10-00 DEFINITIONS & ABBREVIATIONS

1-10-01 Abbreviations / Symbols . . . . . . . . . . . . . . 1-10-01
1-10-02 Definitions . . . . . . . . . . . . . . . . . . . . . 1-10-02
1-10-03 Description of Engine Model Code . . . . . . . . . . 1-10-06
1-10-04 Basic Design Features . . . . . . . . . . . . . . . 1-10-07
1-20-00 TOOLS
1-20-01 Special Tools ................... 1-20-01
1-30-00 PRODUCTS
1-30-01 Product List ......
CHAPTER 4 AIRWORTHINESS LIMITATIONS
4-00-00 Airworthiness Limitations .............. 4-00-01
CHAPTER 5 TlME LIMITS/MAINTENANCE CHECKS
5-00-00 GENERAL . . . . . . . . . . . . . . ....... 5-00-03

5-10-00 TIME LIMITS/INSPECTION PROGRAM . ....... 5-10-01
5-20-00 SCHEDULED MAINTENANCE . . . . . ....... 5-20-01
5-20-01 Preflight Inspection . . . . . . . . . . ....... 5-20-01
5-20-02 50 Hour Inspection . . . . . . . . . . ....... 5-20-01
5-20-03 100 Hour Inspection . . . . . . . . . . . . . . . . 5-20-02
5-50-00 UNSCHEDULED MAINTENANCE . . . ....... 5-50-01
CHAPTER 70 STANDARD PRACTICES
70-00-00 GENERAL . . . . . . . . . . . . . . . ...... 70-00-02

70-10-00 LOCKWIRE PROCEDURE . . . . . . . . ...... 70-00-03
70-20-00 CRANKCASETHREADING PROCEDURE . ...... 70-00-04
70-30-00 APPLICATION OF ADHESIVES . . . . . ...... 70-00-05
70-40-00 INSTALMTION OF GASKETS . . . . . . ...... 70-00-05
70-50-00 CYLINDER LEAKAGE CHECK . . . . . . ...... 70-00-05
vi March 1989
SECTION AEROflCHE
GRID NO.
Leakagechecks . . . ................ 70-00-07

Equipment. . . . . . . . . . . . . . . . . . . . . 70-00-07
Performing The Check ............... 70-00-08
CHAPTER 72-00 ENGINE RECIPROCATING
GENERAL . . . . . ................
Introduction . . . . ................
Crankcase . . . . . ................
Crankshaft . . . . . ................
Connecting Rods. . ................
Camshaft . . . . . ................
Pistons . . . . . . ................
Liers . . . . . . . ................
Cylinders . . . . . ................
Gear Train . . . . . ................
Lubrication System . ................
Valve Mechanism. . ................
Induction System. . ................
Exhaust System . . ................
Ignition System. . . ................
CHAPTER 72-10 DISASSEMBLY
General . . . . . . . . . . . . . . . . . . . . . . 72-10-03
Extent of Disassembly. . . . . . . . . . . . . . . . 72-10-04
Parts to be Discarded . . . . . . . . . . . . . . . . 72-10-04
Preliminary Cleaning . . . . . . . . . . . . . . . . . 72-60-04
Ignition System . . . . . . . . . . . . . . . . . . 72-10-04
Fuel InjectionSystem . . . . . . . . . . . . . .72.1 0-06 thru 08
Accessory Case . . . . . . . . . . . . . . . . . . 72-10-10
Induction System. . . . . . . . . . . . . . . 72-10-12 thru 22
Oil Sump . . . . . . . . . . . . . . . . . . . . . 72-10-24
Oil Cooler . . . . . . . . . . . . . . . . . . . . . 72-10-25
Alternator Assembly . . . . . . . . . . . . . . . . 72-10-26
Starter and Starter Drive Adapter . . . . . . . . 72-10-28 thru 32
Oil Pump Assembly . . . . . . . . . . . . . . . . . 72-10-34
Cylinders and Pistons. . . . . . . . . . . . . 72-10-37thru 39
Crankcase. . . . . . . . . . . . . . . . . . . . . 72-10-40
Camshaft Assembly. . . . . . . . . . . . . . . . . 92-10-42
Crankshaft Group . . . . . . . . . . . . . . . . . 72-10-42
Exhaust System . . . . . . . . . . . . . . . .72.1 0.44 thru 51
CHAPTER 72-20 CLEANING. REPAIR AND REPUCEMENT
General . . . . . . . . . . . . . . . . . .
Cylinders . . . . . . . . . . . . . . . . .
Pistons . . . . . . . . . . . . . . . . . .
Valves . . . . . . . . . . . . . . . . . . .
Rocker Shafts . . . . . . . . . . . . . . .
Pushrods. Valve Rockers and Small Steel Pasts
Camshaft and Crankshaft . . . . . . . . . .
Crankcase. . . . . . . . . . . . . . . . .
March 1989 Vii

AEROFICHE
GRID NO.
Gears . . . . . . . . . . . . . . . . . . . . . . .
Sheet Metal Parts and Intake Manifold . . . . . . . .
Castings. . . . . . . . . . . . . . . . . . . . . .
Stud Replacement . . . . . . . . . . . . . . . . .
Helical Coil Insert Installation . . . . . . . . . . . .
Spark Plug Hole Helical Coil Inserts . . . . . . . . .
Fin Repairs . . . . . . . . . . . . . . . . . . . .
Valve Guides. . . . . . . . . . . . . . . . . . . .
Valve Rockers . . . . . . . . . . . . . . . . . . .
Hydraulic Valve t i e r s . . . . . . . . . . . . . . .
Connecting Rods. . . . . . . . . . . . . . . . . .
Piston Pin Bushing Replacement . . . . . . . . . . .
Crankshaft Assembly . . . . . . . . . . . . . . . .
Magneto Gear Support Shaft . . . . . . . . . . . .
Magneto and Alternator Drive Coupling . . . . . . . .
Tachometer Drive Housing . . . . . . . . . . . . .
Starter Drive Adapter . . . . . . . . . . . . . . . .
Oil Pump Assembly . . . . . . . . . . . . . . . . .
Ignition Cables . . . . . . . . . . . . . . . . . . .
CHAPTER 72-30 INSPECTION
General . . . . . . . . . . . . . . . . . . .... 72-30-03

Visual Inspection . . . . . . . . . . . . . . .... 72-30-04
Magnetic Particle Inspection. . . . . . . . . .... 72-30-05
Crankshaft Ultrasonic Inspection. . . . . . . .... 72-30-06
Flourescent Particle Inspection . . . . . . . .... 72-30-08
Dimensional Inspection . . . . . ...... . . . . 72-30-08
Dimensional Limits . . . . . . . ...... . . . . 7230-08
TaMe of Limits . . . . . . . . . ...... . 72-30-09 thru 16
Critical New Part Dimension . . . ...... . . . .7230.1 7-18
Protective Coating . . . . . . . ...... . . . . 72-30-18
Application of Alodizing . . . . . ...... . . . . 72-30-18
Repair of Alodized Surfaces . . . ...... . . . . 72-30-18
Enamel Coatings . . . . . . . . ...... . . . . 72-30-19
CHAPTER 72-40 SPECIFIC lNSPECTlONS
Crankcase. . . . . . . . . . . . . . . . . . . . .
Crankshaft. . . . . . . . . . . . . . . . . . . . .
Crankshaft and Counterweight Pins and Bushings . . .
Camshaft . . . . . . . . . . . . . . . . . . . . .
Connecting Rods. . . . . . . . . . . . . . . . . .
Gears . . . . . . . . . . . . . . . . . . . . . . .
Pistons and Rings . . . . . . . . . . . . . . . . .
Cylinders . . . . . . . . . . . . . . . . . . . . .
Hydraulic Valve t i e r s . . . . . . . . . . . . . . .
Intake Tubes . . . . . . . . . . . . . . . . . . . .
Lubrication System . . . . . . . . . . . . . . . . .
Fuel Injection System . . . . . . . . . . . . . . . .
viii March 1989

SECTION AERORC1-1E
GRID NO.
Ignition System. . . . . . . . . . . . . . . . . . . 72-40-07

Exhaust System . . . . . . . . . . . . . . . . . . 72-40-09
Inspection Chart . . . . . . . . . . . . . . . 7 2 4 - 11 thru 19
CHAPTER 72-50 ASSEMBLY OF SUBASSEMBLIES
General . . . . . . . . . . . . . . . ....... 72-50-03

Oil Pump Assembly. . . . . . . . . . ....... 72-50-05
Starter and Starter Adapter . . . . . . ....... 72-50-06
Cylinder Assembly . . . . . . . . . . ....... 72-50-07
Piston and Ring Assemblies . . . . . . ....... 72-50-07
Pushrod Housing. . . . . . . . . . . ....... 72-50-07
Crankshaft and Connecting Rods . . . ....... 72-50-08
Camshaft . . . . . . . . . . . . . . ....... 72-50-08
Crankcase. . . . . . . . . . . . . . ....... 72-50-08
Fuel Injection. Air Throttle and Metering
Assembly . . . . . . . . . . . . . .... 72-50-09 thru 13
CHAPTER 72-60 FINAL ASSEMBLY
General . . . . . . . ............... 72-60-03

Crankcase. . . . . . ............... 72-60-03
Cylinders and Pistons. . ....... . . . . . . . 72-60-08
Accessory Case . . . . ....... . . . . . . . 72-60-09
Fuel Pump. . . . . . . ....... . . . . . . . 72-60-10
Starter Drive Adapter . . ....... . . . . . . . 72-60-10
Alternator Assembly . . . . . . . . . . . . . . . . 72-60-10
Oil Coder . . . . . . . ....... . . . . . . . 72-60-11
Valve Mechanism. . . . ....... . . . . . . . 72-60-11
Intercylinder Air Baffles . ....... . . . . . . . 72-60-11
Oil Sump . . . . . . ........ . . . . . . . 72-60-13
Induction System. . . ........ . . . . 7240-13 thru 15
FuetlnjectionSystem. ........ . . . . . . . 72-60-15
Ignition System . . . ........ . . . . . . . 72-60-15
Exhaust Systems. . . ........ . . . . . . . 72-60-17
CHAPTER 72-70 TESTING AFTER OVERHAUL
Test Stand . . . . . . . . . . . . . . . ......

72-70-03
Test Club . . . . . . . . . . . . . . . ......
72-70-03
Cooling Air Scoop . . . . . . . . . . . ......
72-70-03
Induction Air Intake . . . . . . . . . . . ......
72-70-03
Exhaust System . . ...... . . . . . . . . . . 72-70-03
Controls . . . . . . ...... . . . . . . . . . . 72-70-03
Electrical Wiring . . ...... . . . . . . . . . . 72-70-03
Instruments . . . . ...... . . . . . . . . . . 72-70-03
Breather. . . . . . ...... . . . . . . . . . . 72-70-04
Fuel System . . . . ...... . . . . . . . . . . 92-70-04
Governor Pad Cover ...... . . . . . . . . . . 72-70-04
Engine Test . . . . . . . ... . . . . . . . . . . 72-70-04
Starting Procedure . . . . ... . . . . . . . . . . 72-7064
Overhaul Test Run . . . . ... . . . . . . . 72-70-06 thru 09
Test Flight . . . . . . . . ... . . . . . . . . . . 72-70-10
March 1989 ix
AEROFICHE
GRID NO.
CHAPTER 72-80 ENGINE PRESERVATION
General . . . . . . . . . . . . . . . . . . . . . . 72-80-03
Flyable Storage . . . . . . . . .......... 72-80-03
Temporary Storage . . . . . . . . . . . . . . . . . 72-80-04
Indefinite Storage. . . . . . . . .......... 72-80-05
NOTE .. .The following Section and Grid Numbers are located on Fiche 2 of 2.
CHAPTER 73-00 ENGINE FUEL SYSTEM
Engine Fuel Systems . . . . . . . . . . . . . . . . 73-00-03

Set-Up Procedure . . . . . . . . . . . . . . . . . 7340-04
Turbocharged Engines . . . . . . . . . . . . . . . 73-00-04
Special Set-Up Procedures . . . . . . . . . . . . . 73-00-06
Fuel System Pressure and Flow Valve Charts . . . . . 73-00-07
Fuel System Troubleshooting Chart . . . . . . . . 73-0048-09
CHAPTER 74 IGNITION
(TCM IGNITION SYSTEM)
GENERAL . . . . . . . . . . ........... 74-00-02

Magneto Installation . . . . . ........... 7440-02
Harness Assembly Installation . ........... 7440-03
(SLICK IGNITION SYSTEM)
GENERAL . . . . . . . . . . . .......... 74-00-05

Magneto Installation . . . . . . .......... 74-00-05
Harness Assembly Maintenance . .......... 74-00-06
IGNITIONTROUBLESHOOTING. .......... 74-00-08
CHAPTER 75 AIR
GENERAL . .................... 7575-00-03
CHAPTER 76 ENGINE CONTROLS
GENERAL . . . . . . . . . . . . . . . . . . ... 76-00-03

CRUISE CONTROL BY PERFORMANCE CURVE ... 76-00-03
CRUISE CONTROL BY E.G.T. . . . . . . . . . ... 76-00-03
PERFORMANCE CHARTS. . . . . . . . . . . ... 7640-05
CHAPTER 77 ENGINE INDICATING
GENERAL . . . . . . . . . . . . . . . . . . . . . 7740-03
OPERATING LIMITS . . . . . . . . . . . . . . . . 7740-04
ENGINE TROUBESHOOTING CHART . . . . . 77-00-06 thru 11
X March 1989
SECTION PAGE AEROFICHE
GRID NO.
CHAPTER 78 EXHAUST
GENERAL . . . . . . . . . . . . . . .......
Exhaust System . . . . . . . . . . . . . . . . . .
Exhaust System Troubleshooting Chart . .......
CHAPTER 79 OIL
GENERAL . . . . . . . . . . . . . . . . . . . . .
APPROVED OIL PRODUCTS . . . . . . . . . . . .
LUBRICATING SYSTEM TROUBLESHOOTING CHART.
CHAPTER 80 STARTING
GENERAL . . . . . . . . . . . . . . . . . . . . .
Prestarting. . . . . . . . . . . . . . . . . . . . .
Starting . . . . . . . . . . . . . . . . . . . . . .
Ground Warm-Up . . . . . . . . . . . . . . . . .
Pre-takeoff Check . . . . . . . . . . . . . . . . .
Flooded Engine . . . . . . . . . . . . . . . . . .
Cdd Weather Operation. . . . . . . . . . . . . . .
Preheating. . . . . . . . . . . . . . . . . . . . .
Hot Weather Operation . . . . . . . . . . . . . . .
Ground Operating At High Altitude Airports . . . . . .
CHAPTER 81 TURBINES
GENERAL . . . . . . . . . . ...........
TURBOCHARGER . . . . . . ...........
WASTEGATES . . . . . . . . ...........
CONTROLLERS . . . . . . . ...........
LUBRICATION SYSTEM. . . . ...........
TROUBLESHOOTING CHART . ...........
March 1989 )<i

LIST OF ILLUSTRATIONS
FIGURE NO. TPTLE PAGE AEROFICHE

.
GRID NO
NOTE ... The following Figure and Grid Numbers are located on Fiche 1 of 2.
Three Quarter Right Front View of the TS10-360

Series Engine . . . . . . . . . . . . . . . . . . .
Three Quarter Left Rear View of the TSIO-360
Series Engine . . . . . . . . . . . . . . . . . . . 89
Installation DrawingTSIO-360 Series Engine. . . . . . . Bll
Strap Wrench . . . . . . . . . . . . . . . . . . . . 820
Oil Filter Can Cutter. . . . . . . . . . . . . . . . . . B20
Cylinder Base Nut Wrenches . . . . . . . . . . . . . 821
Cylinder Base Nut. Wrench . . . . . . . . . . . . . . 821
Piston Pin Removers 8121 Series. . . . . . . . . . . . 821
Cylinder Hone . . . . . . . . . . . . . . . . . . . . 821
Holding Fixture Adapters . . . . . . . . . . . . . . . 822
Universal Cylinder Holding Fixture . . . . . . . . . . . 822
Valve Guide Cleaner 122 . . . . . . . . . . . . . . . 823
Seal Seat Cutter . . . . . . . . . . . . . . . . . . . B23
Spring Checker. . . . . . . . . . . . . . . . . . . . B23
Valve Guide Removers . . . . . . . . . . . . . . . . B23
Valve Guide Replacers . . . . . . . . . . . . . . . . B24
Rocker Arm Bushing Remover/lnstaller Set . . . . . . . B24
Piston Ring Compressors . . . . . . . . . . . . . . . 824
Piston Ring Compressors . . . . . . . . . . . . . . . B24
Floating Holder. . . . . . . . . . . . . . . . . . . . C1
Valve Spring Compressor . . . . . . . . . . . . . . . C1
Push Rod Spring Compressor . . . . . . . . . . . . . C1
Flaring Tool for Push Rod Housing . . . . . . . . . . . C1
Valve Guide Remover . . . . . . . . . . . . . . . . . C1
Valve Seat Insert Remover and Replacer . . . . . . . . C2
Installer Valve Seat inserts . . . . . . . . . . . . . . . C2
Valve Guide to Valve Seat Alignment System . . . . . . C3
Valve Stem Hole Reamers . . . . . . . . . . . . . . . C4
Boring Bars . . . . . . . . . . . . . . . . . . . . . C4
Boring Bars . . . . . . . . . . . . . . . . . . . . . C4
Expanding Guide Bodies . . . . . . . . . . . . . . . C4
Valve Seat Insert Cutters . . . . . . . . . . . . . . . C5
Step Side Cutters. . . . . . . . . . . . . . . . . . . C5
Rosan Stud Remover . . . . . . . . . . . . . . . . . C5
Connecting Rod Reaming and Alignment Checking
Fiure . . . . . . . . . . . . . . . . . . . . . .
Adapter Kiis . . . . . . . . . . . . . . . . . . . . .
Reamers. Connecting Rod Bushing. . . . . . . . . . .
Universal Connecting Rod Bushing Remover and
Installer Set . . . . . . . . . . . . . . . . . . . .
Common Drive Handle and Pilots . . . . . . . . . . .
Needle Bearing installer . . . . . . . . . . . . . . . .
Hydraulic Crankshaft Dampener Bushing
Remover/Replacer Set . . . . . . . . . . . . . . .
Counter Weight Bushing Remover/lnstaller . . . . . . .
All Position Engine Stand . . . . . . . . . . . . . . .
xii March 1989

FIGURE NO. TITLE PAGE AEROFICHE
GRID NO.
Torque Band Tension Adjuster ............................................... 1-20-21 C9
Generator Drive Holders ........................................................ 1-20-21
Cylinder Heating Stand .......................................................... 1-20-22
Starter Clutch Shaft Bearing Pullers ...................................... 1-20-22
Differential Pressure Gauge ................................................... 1-20-22
Differential Pressure Cylinder Checker .................................. 1-20-23
Belt Tension Gauge................................................................ 1-20-23
Hydraulic Valve Lifter Tester .................................................. 1-20-23
In Aircraft Alternator Generator Tester ................................... 1-20-24
Engine Timing Disc ................................................................ 1-20-24
Pulley Holder ......................................................................... 1-20-24
Pulley Alignment Gage Bar .................................................... 1-20-24
Vacuum Pump ........................................................................ 1-20-25
Generator Pulley Puller .......................................................... 1-20-25
Spark Plug Insert Replacer .................................................... 1-20-25
Thru-Bolt Bore Step Cutters ................................................... 1-20-25
Spark Plug Insert Tap ............................................................. 1-20-25
Spark Plug Insert Remover .................................................... 1-20-26
Slide Hammer ......................................................................... 1-20-26
Spark Plug Tap ....................................................................... 1-20-26
Rosan Lock Ring Installer ...................................................... 1-20-26
Stud Drivers............................................................................ 1-20-26
Crankcase Splitter Set............................................................ 1-20-26
Propeller Shaft Oil Seal Installer ............................................ 1-20-27
Oil Pressure Relief Spot Facers........................................... 1-20-27
Runout Block Set .................................................................... 1-20-27
Polishing Tools for Crankshaft Bearings ................................ 1-20-27
Injector Nozzle Remover and Installer .................................. 1-20-28
Crankcase Thru-Boit Removers............................................. 1-20-28
Hex Drive For Hex Tube Nuts ................................................ 1-20-28
Rotabroach Cutters ................................................................ 1-20-28
Pullers..................................................................................... 1-20-29
Pullers..................................................................................... 1-20-29
Pullers..................................................................................... 1-20-29
Pullers.......................... . ....................................................... 1-20-29
Outside Micrometers .............................................................. 1-20-30
Dial Bore Gauges ................................................................... 1-20-30
Blade Micrometers ...................................... ........................... 1-20-3 1
Screw Thread Micrometer ...................................................... 1-20-3 1
Depth Micrometers .................................................................1-20-3 1
Reamers, Rocker Shaft Support Boss ................................... 1-20-32
Reamers, Valve Guide Boss .................................................. 1-20-32
Valve Guide Stem Hole Reamers ......................................... 1-20-33
Adapter, Square Shank Reamers .......................................... 1-20-33
Plug Gauges Valve Stem Hole............................................... 1-20-33
Dial Thickness Gauge ......................................................... 1-20-34
Precision Vernier Calipers...................................................... 1-20-34
Inside Measuring Instruments .............................................. 1-20-34
Alternator Analyzer ................................................................ 1-20-35
REVISED MAR 89 xiii

FIGURE NO. TITLE PAGE AEROFICHE
.
GRID NO
Alternator/Regulator/Battery Tester ....................................... 10-20-35 C23
Multiple Voltage & Circuit Tester ............................................ 10-20-35
Aircraft Magneto Timing Llght ................................................ 10-20-36
AircraR Timing Indicator......................................................... 10-20-36
Cold Cylinder Tester .............................................................. 10-20-36
Hi-Vdtage Cable Tester .......................................................... 10-20-37
Master OrHice Tod ................................................................. 10-20-37
Alcor Portable Digital EGT Unit .............................................. 10-20-38
Alcor Portable Dlgital CHT Unit.............................................. 10-20-38
Lockwire Procedure ............................................................... 70-00-03
Permatex, Threading Procedure 8 Gasket Maker.................. 70-00-04
Master Orifice Assembly Tool ................................................ 70-00-05
Cylinder Static Seal & Dynamic Seal ..................................... 70-00-06
Differential Pressure Tester ................................................... 70-00-08
Dynamic Seal Check .............................................................. 70-00-10
Crankshaft Numbering ........................................................... 72-00-07
Gear Train Diagram................................................................ 72-00-10
Lubrication System................................................................. 72-00-12
Hydraulic Lifter ....................................................................... 72-00-13
Wiring Diagram (Hamess) ...................................................... 72-00-15
Pressurized Magneto Installation........................................... 72-00-15
Exploded View of Ignition System.......................................... 72-10-05
Fuel Injection System ............................................................. 72-10-07
Fuel Injection System, TSIO-360-MB, SB ............................... 72-10-09
Accessory Case ..................................................................... 72-10-11
Induction System.................................................................... 72-10-13
Induction System, TSIO-360-C,CB.D, DB............................... 72-10-15
Induction System, TSIO-360-E,EB,F,FB, LTSIO-E,EB.......... 72-10-17
Induction System, TSIO-360-GB.LB ....................................... 72-10-19
Induction System, LTSIO-KB ................................................. 72-10-21
Induction System, TSIO-360-MB,SB ...................................... 72-10-23
Oil Sump.................................................................................72-10-24
Oil Cooler ............................................................................... 72-10-25
Alternator Assembly ............................................................... 72-10-26
Starter and Starter Drive Adapter,
TSIO-360-A.AB,D,DB,OP. LB.............................................. 72- 10-29
TSIO-360-B,BB.C,CB,H,HB, JB .......................................... 72-10-31
TSIO-360-E,EB,F,FB,GB,KB,MB, SB LTSIO-E,EB,KB ....... 72-10-33
Oil Pump Assembly ................................................................ 72-10-35
Intercylinder Air Baffles,
TSIOILTSIO-360-D,DB,F.FB,GB,KB,LB,MB, SB ................ 72-10-37
Cylinder and Piston Assembly ............................................... 72-10-38
Crankcase Assembly ............................................................. 72-10-41
Camshaft Assembly ............................................................... 72-10-42
Crankshaft Group ...................................................................72-10-43
Exhaust Assembly LTSIOTTSIO-360-E,EB & KB................... 72-10-45
Exhaust Assembly TSIO-360-F,FB ........................................ 72-10-47
Exhaust Assembly TSIO-360-GB & LB.................................. 72-10-49
Exhaust Assembly TSIO-360-MB & SB ................................. 72-10-50
Crankcase and Accessory Case Stud Setting Heights .......... 72-20-06
xiv REVISED OCT 97

FIGURE NO. TITLE .
PAGE AEROflCHE
GRID NO.
Standard & Oversized Stud Identification. . . . . . . . . 72-20-09 HI7
Prying Spark Plug Helical Coil from Cylinder . .. . . . . 72-20-09 HI9
Removing Spark Plug Hole Helical Insert. . . . . . . . . 72-20-09 HI9
Installing Spark Plug Hole Helical Insert . . . .
. . . . . 72-20-09 HI9
Expanding Spark Plug Hole Helical Insert . . . . . . . . 72-20-09 HI9
Cylinder Assembly Dimensions . . . . . . . . . . . . . 72-20-10 H20
Valve. Rocker Bushing Dimensions . . . . . . . . . . . 72-20-09 HI9
Hydraulic Lifter . . . . . . . . . . . . . . . . . . . . 72-20-12 H22
Connecting Rod and Bushing Dimensions . . . . . . . . 72-20-13 H23
Ignition Wiring Diagram . . . . . . . . . . . . . . . . 72-20-15
lntake Valve Seat Refacing . . . . . . . . . .
Exhaust Valve Seat Refacing . . . . . . . . .
Intake Valve Refacing . . . . . . . . . . . .
Crankshaft Ultrasonic Inspecting Procedure . .
Countetweight Bushing Diameter Check . . . .
. . . . . 72-20-16
. . . . . 92-20-16
. . . . . 72-20-17
. . . . . 72-30-08
. . . . . 72-40-04
I1
110
$2
I
Inspection Ring Side Clearance . . . . . . . . . . . . . 72-40-05 J3
Measuring Ring Gap in Cylinder . . . . . . . . . . . . . 72-40-05 J3
Spark Plugs. . . . . . . . . . . . . . . . . . . . . . 72-40-08 J6
Reverse Spark Plug Procedure . . . . . . . . . . . . . 72-40-08 J6
Slip Joint Assembly . . . . . . . . . . . . . . . . . . 72-40-10 J8
Multi-Segment"V" Bank Clamp . . . . . . . . . . . . . 72-40-10 J8
Fuel Manifold Valve Fitting Orientation . . . . .
. . . . . 72-50-10 K4
Air Throttle and Metering Assembly Fitting
Orientation . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Fitting Locations . . . . . . . . . . . . . .
Fitting Orientation. Air Throttle and Metering Unit
TSIO-360-ME3 . . . . . . . . . . . . . . . . . . . .
Left Side of Crankcase on Stand . . . . . . . . . . . .
Alignment of Timing Marks . . . . . . . . . . . . . . .
Right Crankcase and Support. . . . . . . . . . . . . .
Torquing Sequence . . . . . . . . . . . . . . . . . .
Installation No. 6 Cylinder. . . . . . . . . . . . . . . .
Tightening Cylinder Base Nut . . . . . . . . . . . . . .
Cylinder Flange Torque Sequence for Single Cylinder
Installation . . . . . . . . . . . . . . . . . . . . .
Torquing Thru Bolts . . . . . . . . . . . . . . . . . .
Installing Pushrod Housing . . . . . . . . . . . . . . .
Bottom View. Valve Mechanism . . . . . . . . . . . . .
Coupling Drive Lugs . . . . . . . . . . . . . . . . . .
Wiring Diagram . . . . . . . . . . . . . . . . . . . .
.
NOTE . . The following Figure and Grid Numbers are located on Fiche 2 of 2 .
Fuel System Diagram . . . . . . . . . . . . . . . . . 73-00-03 A4
Wastegate . . . . . . . . . . . . . . . . . . . . . . 73-00-06 A7
Coating Insulating Sleeve. . . . . . . . . . . . . . . . 94-00-03 A15
Installation of Elbow Clamp . . . . . . . . . . . . . . . 74-00-03 A15
Basic Turbocharger System . . . . . . . . . . . . . . 81-00-02 H7
Basic Turbocharger . . . . . . . . . . . . . . . . . . 81-00-03 H8
Fixed Orifice . . . . . . . . . . . . . . . . . . . . . 81-00-04 H9
Hydraulic Wastegate. . . . . . . . . . . . . . . . . . 81-00-05 H10
Variable Absolute Pressure Controller . . . . . . . . . . 81-00-06 Hll
Throttle Connection . . . . . . . . . . . . . . . . . . 81-00-06 H I1
Turbocharger Lubrication System . . . . . . . . . . . . 81-00-07 h12
DECEMBER 1992 XV
LIST OF CHARTS
FIGURE NO. PAGE AEROflCHE

GRID NO.
NOTE ...The following Figure and Grid Numbers are located on Fiche 1 of 2.
Engine Dimensions . . . . . . . . . . . . . . . . . . 1-10-11
Special Tools Procurement Sources . . . . . . . . . . 1-20-02
IdentificationCode for Tools . . . . . . . . . . . . . . 1-20-03
Special Tool Index . . . . . . . . . . . . . . . . . . 1-20-04
Application Chart Sealants/Lubricants . . . . . . . . . 1-30-01
Cylinder Leakage Check . . . . . . . . . . . . . . . 70-00-11
Crankcase And Accessory Case Stud Setting Heights . . 72-20-06
Standard and Oversize Stud Identification. . . . . . . . 72-20-07
Miscellaneous Stud Setting Heights . . . . . . . . . . 72-20-07
Magnetic Particle Inspection. . . . . . . . . . . . . . 72-30-05
Table of Limits Chart (1) . . . . . . . . . . . . . . . . 72-30-09
Table of Limits Chart (2) . . . . . . . . . . . . . . . .72.30.10. 11
Table of Limits Chart (3) . . . . . . . . . . . . . . . .7230.12. 13
Table of Limits Chart (4) . . . . . . . . . . . . . . . . 72-30-14
Table of Limits Chart (5A) . . . . . . . . . . . . . . . 72-30-15
Table of Limits Chart (5B) . . . . . . . . . . . . . . . 72-30-16
Critical New Part Dimensions . . . . . . . . . . . . .72.30.17. 18
Inspection Chart . . . . . . . . . . . . . . . . . . . 72-40-11
General Use .Tightening Torques . . . . . . . . . . . 72-50-03
Table of Tightening Torques . . . . . . . . . . . . . . 72-50-04
Pipe Plugs. . . . . . . . . . . . . . . . . . . . . . 72-50-05
Hydraulic Line Fittings . . . . . . . . . . . . . . . . 72-50-05
Fuel Manifold Valve Fitting Locations . . . . . . . . . . 72-50-10
Air Throttle and Metering Assembly Fitting
Orientation . . . . . . . . . . . . . . . . . . . . 72-50-11
Fuel Pump Fiing Locations . . . . . . . . . . . . . . 72-50-12
Standard Acceptance Test . . . . . . . . . . . . . . 72-70-06
Oil Consumption Determination . . . . . . . . . . . . 72-70-07
Test Operating Limits . . . . . . . . . . . . . . . . . 72-70-08
NOTE ...The following Figure and Grid Numbers are located on Fiche 2 of 2.
Fuel System Pressure and Flow Valve Charts . . . . . .
Fuel Injection System Troubleshooting Chart . .....
Coupling Nut Torque Values (TCM). . . . . . .....
Coupling Nut Torque Values (Slick). . . . . . .....
IgnitionTroubleshooting . . . . . . . . . . .....
Performance Charts . . . . . . . . . . . . .....
Operating Limits . . . . . . . . . . . . . . .....
Engine Troubleshooting. . . . . . . . . . . .....
Approved Oil Products . . . . . . . . . . . .....
Lubrication System Troubleshooting . . . . . .....
Turbocharging SysternTroubleshooting Chart. .....
xvi March 1989

CHAPTER 1
INTRODUCTION
SCOPE
Related Publications
Service Bulletins
Service Reports And inquiries
100% Replacement Parts
DEFINITIONS & ABBREVIATIONS
Abbreviations/Symbols
Definitions
Description of Engine Model Code
Basic Design Feature
TOOLS
Special Tools
PRODUCTS
Product List
1-00-08 SCOPE
Recommendations, cautions and warnings regarding overhaul of this engine are not
intended to impose undue restrictions. They are inserted to obtain maximum performance
from the engine in accordance with safety and efficiency. Abuse, misuse, or neglect of
any piece of equipment can cause eventual failure. For an aircraft engine, it is 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 which experience has proved to be undesirable 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.
CAUTION. . . Information issued fo emphasize certain instructions or to prevent possible
damage to engine or accessories.
.
WARNiNG. . Information which, if disregarded, may result in severe damage to or
destruction of the engine or endangerment to personnel.
1-00-01 RELATED PUBLICATIONS

A. Engine Manuals
1. Operator's Manual for TSIO-360 (except LB and MB & SB) Series Aircraft Engine,
Form X30583.
Operator's Manual for TS10-360 MB & -SB Series Aircraft Engine, Form X30671. 1
a. Maintenance and Operator's Manual for TSIO-360-LB Series Aircraft Engine,
Form X30571.
b. Maintenance Manual for TSIO-360-MB & -SB Series Aircraft Engine, Form
X30672A.
2. Illustrated Parts Catalog for TSIO-360 Series Aircraft Engine, Form X30597A.
3. Teledyne Continental Motors Aircraft Engine Service Bulletins.
4. Fuel Injection Manual Form X30593A.
The above publications can be ordered through your Teledyne Continental Motors
Distributor or ordered directly, if prepaid, from:
Teledyne Continental Motors
Aircraft Products Division
P. 0. Box 90
Mobile, AL 36601
Attn: Publications Department
REVISED OCT 97 "100-03

B. Accessory Manuals
I
1. Slick Magnetos Service Manual
Slick Electro, Inc.
530 Blackhawk Park Avenue
Rockford, Illinois 61 100
2. TCM Magnetos Service Manual-TCM Ignition Systems-Form X40000
3. Alternator Alternator Service Instructions-FormX30531-2
4. Starter Form X30592
Teledyne Continental Motors
P.O. Box 90
Mobile, AL 36601
Attn: Publications Department
1-00-02 SERVICE DOCUMENTS

Teledyne Continental Motors service documents are divided into five separate categories:
(1) Mandatory Service Bulletin, (2) Critical Service Bulletin, (3) Service Bulletin, (4) Service
lnformation Directive and (5) Service lnformation Letter.
SERVICE DOCUMENT CATEGORY DEFINITION
CATEGORY 1: "MANDATORY SERVICE BULLETIN" (MSB)- Service documents, relating
to known or suspected hazards to safety, that have been incorporated in whole or in part
in an Airworthiness Directive (AD) issued by the FAA or have been issued, at the direction
of FAA, by the manufacturer in order to require compliance with an already issued AD (or
an equivalent issued by another country's airworthiness authority).
CATEGORY 2: "CRITICAL SERVICE BULLETIN" (CSB)- Service documents (not
included in category 1) that have been determined by the product manufacturer to
constitute a threat to continued safe operation of an aircraft or to persons or property on
the ground unless some specific action (inspection, repair, replacement, etc..) is taken by
the product owner or operator. Documents in this category are candidates for
incorporation in an Airworthiness Directive issued by the FAA (but may not be).
CATEGORY 3: "SERVICE BULLETIN" (SB)- Service documents (not included in
categories 1 and 2) considered by the product manufacturer to constitute a substantial
improvement to the inherent safety of an aircraft or component of an aircraft. This "Service
Bulletin" category also includes updates of instructions for continued airworthiness.
CATEGORY 4: "SERVICE INFORMATION DIRECTIVE" (SID)- Service documents (not
included in categories 1, 2 or 3) that have been determined by the manufacturer to be of
value to an ownerloperator in the use of a product by enhancing safety, maintenance or
economy.
CATEGORY 5: "SERVICE INFORMATION LETTER" (SIL)- This category includes all
information (not included in categories 1 through 4) that may be of use to the
ownerloperator or maintainer of the aircraft.
1-00-03 SERVICE REPORTS AND INQUIRIES.
If for any reason you have an inquiry or require technical assistance, contact your local
TCM distributor or TCM field representative. Requests for copies of Teledyne Continental
Aircraft Engine service publications should be made through your distributor or Teledyne
Continental Motors, P. 0. Box 90, Mobile, AL 36601, ATTN: Publications Department.
1-00-04 REVISED OCT 97

1-00-04 100% REPLACEMENT PARTS.
It is recommended that the following parts be replaced 100 percent during the major overhaul
of any Teledyne Continental Motor's aircraft engine regardless of conditions.
Hydraulic Lifters All 10-346, 10-360, LTSIO/

TSIO-360, 0-470, 10-470
TSIO-470, GIO-470, and
6-285 Models
Rubber Hoses All Models

Oil Seals All Models
Gaskets and Packings All Models
Circlips, Lock Plates & Retaining Rings All Models
Piston Rings All models
Valve Keepers All Models
Bearings- Main and Rod All Models
Rubber Drive Bushings All Models
Exhaust Valves All Models
Piston Pins All Models
Rotocoils All Models
Needle Bearings All Models
Woodruff Keys All Models
Rocker Arm & Conn. Rod Bushings All Models
All Nuts - Self-locking All Models
Cotter Pins All Models
Pistons All Models
Springs - Oil Pressure All Models
Thrust Washers All Models
Generator Belts All Models
Spring - Starter Clutch All Models
Harnesses All Models
Oil Suction Screens with Small Openings All Models
Spark Plugs All Models
-
Washers Locking All Models
Washers - Plain All Models
Exhaust Clamps, Turbo to Tailpipe All Models
Counterweight Bushings All Models
Intake Guide Seals All Models
Special Note:
If for any reason lifters are removed for inspection before the overhaul period has been
reached, they must be placed back in the same location from which they were removed.
CRANKCASES ALL MODELS
Re-assembly with configuration as per Service Bulletin M76-10 and M83-10 Rev. 1 or current
revision as applicable at the time major overhaul is recommended.
1-10-00 DEFINITIONS AND ABBREVIATIONS
TERM EXPLANATION
A.B.C. After Bottom Center
ADMP Absolute Dry Manifold Pressure
Approx. Approximately
A.T.C. After Top Center
Bar. Barometric
B.B.C. Before Bottom Center
B.H.P. Brake Horsepower
BSFC Brake Specific Fuel Consumption
B.T.C. Before Top Center
FAA Federal Aviation Administration
C.A.R. Civil Air Regulations
C.G. Center of Gravity
c.f.m. Cubic Feet Per Minute
C.H.P. Cylinder Head Temperature
ccw Counterclockwise Rotation
CW Clockwise Rotation
0
Degrees of Angle
OF Degrees Fahrenheit
EGT Exhaust Gas Temperature
Fig. Figure (Illustration)
Front Propeller End of Engine
ft . Foot or Feet
F.T. Full Throttle
FT-LBS Foot Pounds Torque
G.P.M. Gallons Per Minute
gms Grams
Hex Hexagon
H2Q Water
Hg. Mercury
hr. Hour
I.D. Inside Diameter
IN-LBS lnch Pounds Torque
in.(") Inches
Left Side Side on which No's 2, 4, and 6 cylinders are
located. (Rear to Front)
Lbs. Pounds
Lockwire Stainless steel wire used to safety connections, etc.
100Lb 100 Octane Low bead Fuel
Man. Manifold, Manometer
Max. Maximum
Min. Minimum
30' Thirty minutes of angle (60' equal one degree)
N.P.T. National Pipe Thread (Tapered)
N.C. National Course (Thread)
N.F. National Fine (Thread)
NRP Normal Rated Power
OAT Outside Air Temperature
O.D. Outside Diameter
e9P. Ounce
Press. Pressure
p.s.i. Pounds Per Square lnch
PSlA Pounds Per Square lnch Absolute
PSlG Pounds Per Square lnch Gauge
PPH Pounds Per Hour
Rear Accessory End of Engine
Rec. Recommended
Right Side Side on which No's 1, 3, and 5 cylinders are
located. (Rear to Front)
R.P.M. Revolutions Per Minute
Std. Standard
TBO Time Between Overhaul
T.D.C. Top Dead Center
T.I.T. Turbine inlet Temperature
Torque Force x lever arm (125 ft.-lbs. torque = 125 Ibs.
Force applied one ft. from bolt center or 62-1/2 Ibs.
applied 2 ft. from center), etc.
10-02 DEFINITIONS
ADMP Absolute dry manifold pressure, is used in establishing a baseline standard of engine perfor-
mance. Manifold pressure is the absolute pressure in the intake manifold; measured in inches
of mercury.
Ambient A term used to denote a condition of surrounding atmosphere at a particular time. For
example; Ambient Temperature or Ambient Pressure.
BHP Brake Horsepower. The power actually delivered to the engine propeller shaft. It is called
brake horsepower because it was formerly measured by applying a brake to the power shaft of
an engine. The required effort to brake the engine could be converted to horsepower-
hence: "brake horsepower."
BSFC Brake Specific Fuel Consumption. Fuel consumption stated in pounds per hour per brake
horsepower. For example, an engine developing 300 horsepower while burning 150 pounds of
fuel per hour, has a BSFC of .5.
Fuel Consumption in PPH

Brake Horsepower
Cavitation Formation of partial vacuums in a flowing liquid as a result of the

separation of its parts.
Cold Soaking Prolonged exposure of an object to cold temperatures so that its tempera-
ture throughout approaches that of ambient.
Corrosion Deterioration of a metal surface usually caused by oxidation of the metal.
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 Altitude as determined by pressure altitude and existing ambient tempera-
ture. in Standard Atmosphere (IAS) density and pressure altitudes are
equal. For a given pressure altitude, the higher the temperature, the
higher the density altitude.
Dynamic Condition A term referring to properties of a body in motion.
E.G.T. Exhaust Gas Temperature. Measurement of this gas temperature is

sometimes used as an aid to fuel management.
Exhaust 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.
Four 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 the engine or subcomponent. Generally one through

which oil is flowed.
Galling or Scuffing Excessive friction between two metal surfaces resulting in particles of the
softer metal being torn away and literally welded to the harder metal.
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 tempera-
ture.
Hydrostatic bock Inability or restriction of piston rotation at TBC due to fluid accumula-
tion in excess of combustion chamber displacement.
Impulse Coupling A mechanical device used in some magnetos to retard the ignition timing
and provide higher voltage at cranking speeds for starting.
bean Limit Mixture The leanest mixture approved for any given power condition. It is not
necessarily the leanest mixture at which the engine will continue to
operate.
Major Overhaul Per FAA AC43-11 consists of the complete disassembly of an engine,
inspected, repaired as necessary, reassembled, tested, and approved for
return to service within the fits and limits specified by the manufac-
turer's overhaul data. This could be to new fits or limits or serviceable
limits. The determination as to what fits and limits are used during an
engine overhaul should be clearly understood by the engine owner at the
time the engine is presented for overhaul. The owner should also be
aware of any parts that are replaced, regardless of condition, as a result
of manufacturer's overhaul data, Service Bulletin, or an airworthiness
directive.
Manifold Pressure Pressure as measured in the intake manifold down-stream of the air
throttle. Usually measured in inches of mercury.
Mixture Mixture ratio. The proportion of fuel to air used for combustion.
Naturally Aspirated A term used to describe an engine which obtains induction air by drawing
(Engine) it directly from the atmosphere into the cylinder. A non-supercharged
engine.
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 A thermostatic valve used to divert oil through or around the oil cooler,
Valve as necessary, to maintain oil temperature within desired limits (ref.
vernatherm valve).
Overboost Valves A pressure relief valve, set slightly in excess of maximum deck pressure,
to prevent damaging overboost in the event of a system malfunction.
Overhead Valves An engine configuration in which the valves are located in the cylinder
head itself.
Performance Rating A rating system used to describe the ability of fuel to withstand heat and
pressure of combustion as compared with the 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 100/130 denotes performance characteristics of lean (100) and rich
(130) mixtures respectively.
Permold A term used to describe a process by which a crankcase is made. An

engine with a permold crankcase has a front, right-hand mounted, gear
driven alternator.
Pressure Altitude Altitude, usually expressed in feet, (using absolute static pressure as a
reference) equivalent to altitude above the standard sea level reference
plan (29.92: Hg. Standard).
Propeller Load Curve A plot of horsepower, versus RPM, depicting the power absorption
characteristics of a fixed pitch propeller.
Propeller Pitch The angle between the mean chord of the propeller and the plane of
rotation.
The absolute thermodynamic pressure measured by the number of pounds

force exerted on an area of one square inch.
Ram Increased air pressure due to forward speed.
Rated Power The maximum horsepower at which an engine is approved for operation.
Retard Breaker A device used in magnetos to delay ignition during cranking. It is used
to facilitate starting.
Rich Limit The richest fuellair ratio permitted for a 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.
Run Out Eccentricity or wobble of a rotating part.
Sandcast A term used to describe a process by which a crankcase is made. An

engine with a sandcast crankcase has belt driven alternator mounted on
the left rear accessory case and a front, right-hand mounted oil cooler.
Scavenge Pump A pump (especially an oil pump) to prevent accumulation of liquid in some
particular area.
Sonic Venturi A restriction, especially in cabin pressurization systems, to limit the flow
of air through a duct.
Standard Day By general acceptance, a condition of the atmosphere wherein specific

amounts of temperature, pressure, humidity, etc. exist.
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.
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 TDC.
Thermal Efficiency Regarding engines, the percent of total heat generated which is converted
into useful power.
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 induction

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.
Turbo Supercharged A term used to describe an engine which obtains induction air by drawing
(engine) it directly from the atmosphere into the Turbocharger Compression Inlet,
compressing the air and routing it to the pressurized induction system.
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
heated sufficiently. The amount of heat required for vaporization will
depend on the pressure exerted on the liquid.
Variable Pressure A device used to control the speed, and thus the output of the
Controller turbocharger. It does so by operating the wastegate which diverts more,
or less, exhaust gas over the turbine.
Vernatherm Valve A thermostatic valve used to divert oil through or around the oil cooler,
as necessary, to maintain oil temperature within desired limits.
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 10W30. 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.
Volumetric Efficiency The ability of an engine to fill its cylinders with air compared to their
capacity for air under static conditions. A "naturally aspirated" engine
will always have a volumetric efficiency of slightly less than 100%,
whereas superchargers 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 speeds,
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
necessary signals from the turbocharger controller.
DEFINITION OF TERMS
Front, rear, left, and right, as used in this manual, refer to the engine as viewed by the
mechanic in a normal position, facing the accessory end. Accessory end being the rear and
propeller flange being the front of the engine. Cylinders are numbered starting from the rear,
with odd numbers on the right and even numbers on the left.
1-10-03 DESCRIPTION OF ENGINE MODEL CODE
DETAILED ENGINE DESCRIPTION
Example:
Prefix Specification Number
TS- Turbosupercharged
\ Refer to specification Manual
X30508A for information
I- Fuel Injection -
Suffix
0- Horizontally Opposed
Cylinder Configuration The MB Letter Identifies
The Model of Engine
Displacement
360 Cubic Inch Cylinder

Volume Displacement
1-10-04 BASIC DESIGN FEATURE
The TSIO-360 Series engines are air cooled, having six horizontally opposed overhead inclined
valve cylinders. The cylinder displacement of 360 cubic inches is achieved with a 4.44 inch
bore and a 3.88 inch stroke. The TSIO-360 engines are turbosupercharged and have a 7.5 to 1
compression ratio. The TSIO-360 series is fuel injected with an up-draft runner induction
system. The crankshaft is equipped with pendulum type counterweight dampers that suppress
torsional vibrations.
The TSIO-360 engines have a doweled six bolt hole configuration propeller flange. A mounting
pad is provided to utilize a hydraulic controlled governor for the constant speed propeller.
The TSIO-360 series engines are of a wet sump design with a positive displacement oil pump
installed in the lower portion of the accessory case. The desired oil pressure is maintained by
a pressure relief valve located on the left side of the accessory case. Engine cranking is
accomplished by a geared right angle drive starter adapter and a direct current starter motor.
The oil cooler is installed on the left rear side of the crankcase rearward of the No.2
cylinder. The engine is equipped with two gear driven magnetos. The exhaust system may or
may not be supplied with the engine by the engine manufacturer depending on the particular
engine model.
INTENTIONALLY
LEFT
BLANK
1-1 0-08 March 1989

FIGURE 1-10-04
THREE-QUARTER RIGHT FRONT VlEW OF THE TSlO-360 SERIES ENGINE
FlGURE 1-10-04
THREE-QUARTER RIGHT REAR VlEW OF THE TSIO-360 SERIES ENGINE
INTENTIONALLY
LEFT
BLANK
FIGURE 1-10-04
lNSTAbbATlON DRAWING
REVISED OCT 97 4 -10-11

INTENTIONALLY
LEFT
BLANK
1-20-00 TOOLS
The mechanic should be equipped with a complete set of common tools to include the minimum
of:
Wrenches - 1/4" thru 1 "

Common and Philister Head Screwdrivers
Pliers - Common Dykes, Needle Nose, Duck Bill, Vise Grip, Snap Ring.
Ratchets 1/4", 3/8", 1/2" Drive
Sockets - 1/4" Drive 5/32" thru 1/2" - 318" Drive 318" thru 1" - 1/2" Drive 7116
thru 1-1/4"
Sockets (Deepwell) - 1/2" Drive 7 / 1 6 thru 1"
Feeler Gages
Leather Mallet
Torque Wrenches* (Calibrated) - 0-500 In. Lbs. - 0-100 Ft. Lbs.
Micrometers* (Calibrated)
*Must be currently calibrated, and the calibration must be traceable to the National Bureau of
Standards.
1-20-01 SPECIAL TOOLS
Specific tools illustrated or similar tools marketed by other manufacturers are necessary for
service and maintenance of the aircraft engine. Tool illustrations shown on the following
pages are used with the permission of the respective manufacturers.
Illustrations in this section show only the general appearance of tools and do not correspond
to the actual size or shape. Details of special tools, fixtures, equipment and consumable
materials appropriate to overhaul procedures are listed in the various chapters and subsystems
of this manual; the following information is primarily for procurement purposes.
The following special tools are for All the Teledyne Continental Engines for the purpose of
convenience. To determine which tools are needed for your particular engine, refer to
"Special Tool Index."
SPECIAL TOOLS
PROCUREMENT SOURCES
GENERAL PRODUCT
COMPANY SUMMARY
ALCOR
Box 32516 lnstruments for
10130 Jones Maltsberger Rd. Light Powered Aircraft
San Antonio, TX 78284 Special Tools
5121349-3771
BORROUGHS TOOL AND EQUIP. CORP. Precision lnstruments

2429 N. Burdick St. Measuring lnstruments
Kalamazoo, MI 49007-1897 Precision Tools
6161345-5163 or 345-2700 Special Tools
CHAMPION SPARK PLUG, CO.

Box 910,900 Upton Ave. Spark Plugs, Ignitors
Toledo, OH 43661 Oil Filters
4191535-2461 Special Tools
EASTERN ELECTRONICS, INC. Fuel Pressure Test Equipment

180 Roberts St. Measuring lnstruments
East Hartford, CT 06108 Precision Tools
2031528-9821 Piston Position Indicators
Printed and Standard Circuits
FEDERAL TOOL SUPPLY CO., INC.

10631 Capital Precision Inspection
Oak Park, Michigan 48237 lnstruments
800/521-1508 TOLL FREE Special Tools
or 313/543-9300
OTC TOOLS & EQUIPMENT

Division of Owatonna Tool Company Precision Tools
Owatonna, Minnesota 55060 Special Tools
5071451-5310 Hydraulic Accessories
McMASTER-CARR SUPPLY CO.

P.O.Box 4355 Precision Tools
Chicago, Illinois 60680 Special Tools
312/833-0300
SNAP ON TOOLS
2611 Commerce Blvd. Precision Tools
Birmingham, Alabama 35210 Special Tools
205/956-1722
- --
Kell-Strom Tool Company, Inc. Ignition Test

214 Church St. Equipment
Wethersfield, CT 06109
-- NOTICE --
All tools referenced under Sub-section 1-20-01 Special Tools, are for reference only, not for the purpose
of promoting or suggesting tools to be purchased from the indicated sources.
IDENTIFICATION CODE FOR TOQLS
EXAMPLE: The Supplier Identifier Code is shown in the lower right-hand corner of the applicable
tool photograph.
CODE SUPPLIER
(ALR) ALCBR, INC.

(BTC) BORROUGHS TOOL AND EQUIPMENT CORP.
(CSPC) CHAMPION SPARK PLUG, CO.
(EEI) EASTERN ELECTRONICS, INC.
(FfSC) FEDERAL TOOL SUPPLY CO., INC.
(OTC) OTC TOOLS & EQUIPMENT CO.
(MCSC) McMASPER-CARR SUPPLY CO.
(SOT) SNAP ON TOOLS
(KTC) = KELL-STROM TOOL COMPANY INC.
CODE
Numbers referenced in the left-hand bottom corner of each photograph correspond to the
@ numbers located in the Special Tool Index.
WARNING. ..Whenever using test equipment keep equipment and personnel clear of prop area.
SPECIAL TOOLS
Item & Nomenclature Application Vendor
Part Number
1. GA333 Strap Wrench Oil Filter Removal 3" to 3 3/8" SOT

GA340 Strap Wrench Oil Filter Removal 3 1/2" to 3 7/8" SOT
YA341 Strap Wrench Oil Filter Removal 4 1/8" to 4 7/16" SOT
2. CT-470 Oil Filter Can Cutter Oil Filter Sludge Inspection CSPC
3. 3882 Cylinder Base Nut Wrenches Cylinder Removal BTC
4. 8079 Cylinder Base Nut Wrenches Cylinder Removal BTC
5. 8121 Piston Pin Removers Piston Removal BTC
6. CFL10 Cylinder Hone Cylinder Reconditioning SOT
7. 5221 A Holding Fixture Adapters Cylinder Hold Down BTC
8. 5221 B Holding Fixture Cylinder Hold Down BTC
9. 122 Valve Guide Cleaner Cylinder Reconditioning BTC
10. 8066 Seal Seat Cutter Cylinder Reconditioning BTC
11. 7521 A Spring Checker Spring Inspection BTC
12. 3611 Valve Guide Remover Cylinder Reconditioning BTC
2874 Valve Guide Remover Cylinder Reconditioning BTC
13. 4912 Valve Guide Replacer Cylinder Reconditioning BTC
3619 Valve Guide Replacer Cylinder Reconditioning BTC
2842 Valve Guide Replacer Cylinder Reconditioning BTC
14. 8118 Rocker Arm Bushing Rocker Arm Reconditioning BTC
Remover/installer
15. 4901 Ring Compressor Engine Assembly BTC
2839 Ring Compressor Engine Assembly BTC
16. 4901 B Ring Compressor Engine Assembly BTC
4901A Ring Compressor Engine Assembly BTC
2839A Ring Compressor Engine Assembly BTC
17. 3170 Floating Holder Cylinder Reconditioning BTC
18. 3602 Valve Spring Compressor Cylinder Assembly/Disassembly BTC
19. 68-3 Push Rod Spring Compressor Push Rod Housing Installation/Removal BTC
20. 4915A Flaring Tool Rod Push Rod Hsg Push Rod Housing Reconditioning BTC
21. 4981 Valve Guide Remover Cylinder Reconditioning BTC
22. 8086 Valve Seat Insert R&R Cylinder Reconditioning BTC
23. 4910 Installer Valve Seat Insert Cylinder Reconditioning BTC
4956 Installer Valve Seat Insert Cylinder Reconditioning BTC
24. 8116 Common Parts Kit Cylinder Reconditioning BTC
25. 8116-24 Valve Stem Hole Reamers Cylinder Reconditioning BTC
thru 29
26. 8116-lB Boring Bars Cylinder Reconditioning BTC
thru 15B
27. 8116-1R Reamers Cylinder Reconditioning BTC
thru 15R
28. 8116-1 Expanding Guide Bodies Cylinder Reconditioning BTC
thru 16
1-20-04
Part Number
29. 4909 Valve Seat (Straight Side) Cylinder Reconditioning BTC

Insert Cutters
4954 Valve Seat (Straight Side) Cylinder Reconditioning BTC
Insert Cutters
4985 Valve Se-at (Straight Side) Cylinder Reconditioning BTC
Insert Cutters
Insert Cutters
Insert Cutters
30. 81-35 Valve Seat (Step Side) Cylinder Reconditioning BTC
Insert Cutters
8136 Valve Seat (Step Side) Cylinder Reconditioning BTC
Insert Cutters
8138 Valve Seat (Step Side) Cylinder Reconditioning BTC
Insert Cutters
31. 2769A1 3 Rosan Stud Remover Stud Remover MCSC
32. 8111A Connecting Rod Fixture Connecting Rod Inspection BTC
33. 8042C Adapter Kit Connecting Rod Inspection BTC
34. 874-40,41 Reamers Conrod Bushing Connecting Rod Reconditioning BTC
5008,8071 Reamers Conrod Bushing Connecting Rod Reconditioning BTC
35. 8098 Remover/Installer Set Connecting Rod Reconditioning BTC
Connecting Rod Bushing
36. 8122A Common Drive Handle Cylinder Reconditioning BTC
8139,40,41 Pilots Cylinder Reconditioning BTC
37. 23-1 Needle Bearing Installer Needle Bearing Replacement BTC
8053 Needle Bearing Installer Needle Bearing Replacement BTC
38. 8077A&B Bushing R/R Set Crankshaft Reconditioning BTC
39. 80770 Bushing R/R Counterweight Crankshaft Reconditioning BTC
40. 8104 Engine Stand Engine Assembly/Disassembly BTC
41. 7726 Tork Band Tension Adjuster Generator/Alternator Belt Tensioning BTC
42. 4973 Generator Drive Holders Generator/Alternator Disassembly BTC
43. 8156 Cylinder Heating Stand Cylinder Reconditioning BTC
44. 8093D Bearing Puller Bearing Removal Starter Clutch Shaft BTC
45. 5210 Differential Pressure Gauge Setting Differential Fuel Pressure BTC
46. 7251 Differential Pressure Checking Cylinder Compression BTC
Cylinder Checker
47. BT-33-73F Belt Tension Gauge Alternator/Generator Belt Adjustment BTC
48. BT-60C Hydraulic Valve Lifter Hydraulic Lifter Testing BTC

Tester
49. 8091 GEN/ALT Tester Checking GEN/ALT Output BTC
50. 3608A Timing Disc Setting Engine Timing BTC
51. 4974 Pulley Holder Sheave Removal BTC
52. 8082 Alignment Gage Bar Checking Comp & Driver Sheave BTC
Alignment
53. 8334 Vacuum Pump Vacuum Testing BTC
54. 61-5 Pulley Puller GEN/ALT Sheave Removal BTC
55. 4918 Spark Plug Insert Replacer Cylinder Reconditioning BTC
56. 8064 Step Cutter Thru-Bolt Crankcase Modification BTC
1-20-05
Part Number
8065 Step Cutter Thru-Bolt Crankcase Modification BTC

57. 504-1 Spark Plug Insert Tap Cylinder Reconditioning BTC
58. 4919 Spark Plug Insert Remover Cylinder Reconditioning BTC
59. 8054 Slide Hammer Multi Use BTC
60. 445 Spark Plug Tap Cylinder Reconditioning BTC
61. 8074 Rosari Lock Ring Installer Stud Installation BTC
62. 505 Stud Drivers Stud Installation BTC
63. L423 Crankcase Spitter Crankcase Separation BTC
64. 5209 Propeller Shaft Oil Seal Installation of seal over Propflange BTC
Installer
65. 8048 Oil Pressure Relief Spot Removal of surface Material around BTC
Facer holes
8155 Oil Pressure Relief Spot Removal of surface Material around BTC
Facer holes
66. 81 17A Runout Block Set Crankshaft Inspection BTC
67. 80187A&B Polishing Tools for Crank- Crankshaft Reconditioning BTC
shaft Bearings
68. 8165 Injector Nozzle Remover Injector Removal & Replacement BTC
and Installer
69. 8114 Crankcase thru Bolt Removers Engine Disassembly BTC
70. 7912A Hex Drive Loosening Tubing "B"Nuts BTC
71. 7710 Rotabroach Cutters Hole Cutting BTC
72. 1153 Puller Removal of Press Fit Parts OTC
679 Puller Removal of Press Fit Parts OTC
76. 115-153 Outside Micrometers Dimensional Inspection FTSC
77. 545-116 Dial Bore Gages Dimensional Inspection FTSC
78. 122-125 Blade Micrometers Dimensional Inspection FTSC
79. 126-137 Screw Thread Micrometers Dimensional Inspection FTSC
226-137 Screw Thread Micrometers Dimensional Inspection FTSC
80. 159-211 Depth Micrometers Dimensional Inspection FTSC
81. 4903-1 Reamers Rocker Shaft Cylinder Reconditioning BTC
thru -5 Support Boss
4905 Reamers Rocker Arm & Rocker Arm Reconditioning BTC
Shaft Bushing
51 29-1 Reamers (Straight Valve Cylinder Reconditioning BTC
thru -5 Cylinder)
5130 Reamer Rocker Shaft Cylinder Reconditioning BTC
Bushing
7232 Reamer Rocker Arm Rocker Arm Reconditioning BTC
Bushing
82. 4914-1 HS Reamers Valve Guide Boss Cylinder Reconditioning BTC
thru 5HS
4943-1HS Reamers Valve Guide Boss Cylinder Reconditioning BTC
thru 5HS
83. 2847-2Cp Reamer (Carbide Tipped) Cylinder Reconditioning BTC
491 3-1 CP Reamer (Carbide Tipped) Cylinder Reconditioning BTC
1-20-06
Part Number
3606-CP Reamer (Carbide Tipped) Cylinder Reconditioning BTC

2847-1 Cp Reamer (Carbide Tipped) Cylinder Reconditioning BTC
2847-2HP Reamer (High Speed Steel) Cylinder Reconditioning BTC
4913-1 HP Reamer (High Speed Steel) Cylinder Reconditioning BTC
3606-HP Reamer (High Speed Steel) Cylinder Reconditioning BTC:
28471 HP Reamer (High Speed Steel) Cylinder Reconditioning BTC
84. 2684 Reamer (Square Shank) Cylinder Reconditioning BTC
2686 Reamer (Square Shank) Cylinder Reconditioning BTC
85. 2848-1 Plug Gage Valve Guide Inspection BTC
2848-2 Plug Gage Valve Guide Inspection BTC
3615 Plug Gage Valve Guide Inspection BTC
86. 7308 Dial Thickness Gage Dimensional Inspection FTSC
87. 52.030-006 Precision Vernier Calipers Dimensional Inspection FTSC
88. 600R-30 Inside Measuring Instrument Dimensional Inspection FTSC
89. 647 Alternator Analyzer Voltage Charging System Test EEl
Regulator Tester
90. E100 Altemator/Regulator/ Charging System Test EEI
Battery Tester
91. Model 29 Voltage & Circuit Tester Electrical System Test EEI
92. Model E25 Timing Indicator Set Engine Timing EEI
93. 11-91 10-1 Magneto Timing Light Set Engine Timing KTC
94. Model E10 Cold Cylinder Tester Cylinder Firing Improperly EEL
95. Model E5 Hi-Voltage Tester Test Ignition Cable Continuity KTC
96. 646953 Master Orifice Tool Cylinder Compression Test BTC
97. 85328 Alcor Portable Digital EGT Engine Test ALR
Unit
98. 85329 Alcor Portable Digital CHT Engine Test ALR
Unit
1-20-07
Strap Wrench
a. Insert threaded adapter in female threads of
For removal of oil filter, spring steel band filter, or screw rotating bushing on male
surrounds and tightens as the handle is pulled. threads of filter.
Vinyl gripped handle swivels to clear obstruc-
tions. b. Slightly tighten cutter blade against filter
and rotate 360°. Repeat operation until
GA333 for 3" to 3-3/8" Dia. Filters mounting plate section separates.
GA340 for 3-1/2" to 3-7/8" Dia. Filters
YA 341 for 4-1/8" to 4-7/16 Dia. Filters c. Lift mounting plate to expose complete filter
media for inspection.
Oil Filter
Sludge lnspection
lnspection of engine sludge trapped in spin-on
oil filters has been a recommended practice for
many years. Licensed aircraft mechanics recog-
nize the value of visual inspection to aid in
determining if internal engine wear or malfunc-
tion has occurred, and to inspect for metal or
other contaminates within the engine oil system.
3) Using a clean plastic bucket containing
Use of the Champion CT-470 Oil Filter Can approximately 1 pt. clean varsol, swish filter
Cutter eases the opening of spin-on filters element around in the varsol to loosen
without introducing foreign material into the entrapped metal or other contaminant.
filter.
4) Using a clean magnet, work it around in the
Following is the recommended procedure for varsol solution. Ferrous metal particles in
inspection of full flow oil filters: the solution should adhere to the magnet for
inspection.
1) Remove filter from the engine and place on
a drain tray. Allow oil to drain through a 5) After all ferrous metal particles have been
clean cloth to determine if foreign material retrieved by the magnet, pour remaining
drains from the filter. varsol through another clean shop rag, and
in a bright light, any non-ferrous metals
2) Using the Champion CT-470 Can Cutter, should be detectable.
open the filter as follows; (See photos):
Cylinder Base Nut Wrenches
3882 Series
The 3882 Series Wrenches feature 1/2" square
drive and 12-point hex sockets. The wall
thickness between the hex and wrench O.D. is
closely controlled for maximum strength.
Approx. 16" long overall.
3882 9 / 1 6 hex 3882-3 5/8" hex

3882-1 7/16" hex 3882-4 3/4" hex
3882-2 112 " hex
3882A 9/16"hex
3882-3A 518" hex
(3882-style shown in
Cylinder Base Nut Wrench TI phantom, to scale)
Special modified 3882-type wrench, this special
wrench is perfed for those occasional situations
when the 3882 wrench won't fit. It's a slightly
different configuration, as shown.
8079 9/16" hex
Piston Pin Removers

8121 Series
Design allows piston pin removal without
removing adjoining cylinder. Sizes to fit
Continental engines.
Body Assy. Piston Size
8121A 4-7/16"
81218 5"
8121C 5-1/8"
81210 5-1/4'"
Cylinder Hone
Expandable racks adjust to cylinder size with
universal joint action. Optional set for use on
TCM cylinders.
Holding Fixture
Adapters
With these adapters, you may bolt the cylinder 5221-17A Cylinder
onto the 5221B Fixture in order to do: Holdown Clamp
Assembly (one req'd.
Cylinder Honing fits all
Valve Seat Insert Work (insert removal, Order
seat cutting, insert installation).
5221-13A Adapter for Continetal 0 and 10-470

and 520 Series
Note: The original #5221 Fixtures require 4

additional tapped holes in rocker plate to
accept the above adapters- a blueprint showing ' /
Adapters
hole sizes and locations is included with
adapters.
Universal Cylinder
Holding Fixture 5221B
This is a heavy-duty, precision fixture manu-
factured to extremely close tolerances. Suitable
for use on vertical mills or drill presses, it
allows quick indexing of required angles for
valve work.
FEATURES:
* For all Continental Engines
* Fixture indexes in all present positions

required to machine valve guides.
* Locks in at these angles:
* Adapter rings are included to cover all

Continental engines.
5221-10LA For wide deck

5221-llLA For narrow deck
Valve Guide Cleaner 122
Expandable type fits all Continental engines.
Seal Seat Cutter 8066

Per Continental Bulletin M76-24R.1
Modifies valve guide to comply with M76-24R.1.
Carbide-tipped cutter blades compensate for
wear.
Spring Checker 7521A

Per Continental Bulletin M74-16
Check valve spring quickly and easily. Hy-
draulically actuated extremely accurate readout
(0-160 pounds). Includes step gauges for all
required dimensions. 7521 Checker is less step
gauges.
Max. spring dimensions: Ht.-2-1/2", 0.D.-2".
(Heat-Shrink Type)
Valve Guide Removers

(Cold Force Removal Type)
Tough heat-treated steel.
-
3611 .375" 1.D. Guide
2874 - .436/.438" 1.D. Guide
Valve Guide Replacers
Alloy steel, heat-treated for maximum
toughness.
4912 - .344"I.D. Guide

3619 - .375' I.D. Guide
2842 - .436/.438 I.D. Guide
' Rocker Arm Bushing

Remover/lnstaller Set 8118
Driver and Pilot Ram Replaces
Adapter Assy. Dia. Dia. Tool
8118 Set includes one each 8118G, 8118H,

8118J, 8118K and 8098-10 Base.
Driver and Adapter Assemblies also available

individually. The 8098-10 Base must be used
with 8118G, 81IH, 8118J and 8118K Driver and
Adapter Assemblies.
Makes rocker arm bushing removal/installation

fast and easy. All components of 8118 set are
also available individually.
Piston Ring Compressors

Flexible Band Type
4901 - for 3-718" and 4-116" bore engines

2839 - for 5" and 5-114" bore engines
3618 - for 4-7116" bore engines
Tapered Type
4901B - for 3-718' bore engines

4901A - for 4-116" bore engines
3601 - for 4-7/16" bore engines
2839A - for 6 bore engines ,
5201 - for 5-114" bore engines

-
3170 Floating holder
No. 3 Morse male, compensates for misalignment

between reamer and work. Provides
unrestricted float.
Valve Spring
Compressor 3602
in use
Adjustable type works on all Continental
engines. fa
Hook installs on rocker shaft (or on special

rocker nut furnished) and c-shaped collar
compresses spring to allow keeper removal. All
stressed parts are heated-treated steel. Handle
is approx. 18" long for good leverage.
Push Rod Spring

Compressor 68-3
For compressing and holding push rod springs
on all engines with spring loaded tubes. The
68-3 compresses the spring, which can then be
removed with furnished clips.
Eliminates wiring springs together- to install,

simply insert spring then pull off clip! Includes
instructions.
Flaring Tool for Push

Rod Housing 4951A
For A & C Series - expanding ball type tool.
Balls rotate inside housing, expanding it into
aluminum boss.
Valve Guide Remover 4981

Removes guides by heat-shrink method.
Gylinder is heated to 47S0F, then tool injects
water to guide bore. A light tap with the side
hammer removes guide. A water reservoir (not
included) supplies the low water pressure
required to cod the guides for easy removal.
Replacement guide is usually same size as the
one removed.
Valve Seat Insert
Remover and Replacer 8086
A complete tod set to remove and install valve
seats by the heat-shrink method. winders are
heated to 5 0 0 ~ - 5 5 0 ~
Same
~ . handle and head is
used to remove and drive down seats during lxX=xmn-
installation. Mallet may be used on the handle 0-
as the seating force. Low water pressure on
the order of 1 to 2 p.s.i. is all that is needed
for pulling seats. This one tool set will do all
Continental engines from 65 to 520 and 10-550.
Set includes:
* (1) Handle/lever assembly
* (12) Puller heads (size to fit all

Continental engines ,
* (10) Installer pilots
* (1) Remover plug

* 6 feet of super flexible hose to attach to
water supply
* Instructions
* Storage case.
Tool is rigged for removal. Center is plugged to route water Tool is rigged for replacement. Guide on end of tool slips
out thru small holes in rim of removing head. into valve stem hole for perfect alignment. No more cocked
seats.
Fig. 1.
Fig. 2
Installer
Valve Seat Inserts
4910 -For 1-45/64" O.D. Exhaust and 1-53/64"
O.D. Intake lnserts.
(Includes head and handle)
4956-For 1-314" O.D. Exhaust and 1-57/64"

O.D. intake inserts.
(Includes head and handle)
8116 Common Parts Kit
Does not include Expanding Guide Bodies or
cutting tools. See below.
Select Size Parts are not part of 8116 kit. You

buy only what you need (reamers, expanding
guide bodies, boring bars, etc.).
Valve Guide To Valve Seat
Alignment System
8116 - 36 BRIDGE 7
1116. 19 NUT - $
8116 - 1A GUIDE BUSING
-
8116. 1 t(Vu 16
EXPANDING GUIDE 8 0
MIS-ALIGNED VALVE SEATS AND GUIDES LVE SEAT BORE
CAN BE RE-ALIGNED QUICKLY:
Here's how it's done:
aquare lo v*lvt real bor.
Step 1. Removed old guides and seats

VALVE GUIDE BORE
Step 2. Install Expanding Guide Body into
valve seat boss. CUAMFERED SLEEVE
Step 3. Place Boring Bar into Guide. Bore

valve guide boss concentric and
perpendicular to valve seat. Follow
up with Reamer.
Step 4. Use your drill press for bore or ream

operations as shown in this picture.
The same guide set-up works for
both.
Valve Stem Hole Reamers
(Takes the place of 2847,3606 & 4913
Series reamers).
Tool No. Hole Dia.
81 16.24 ,344
Boring Bars
0 Reamers
Made of high speed M2 tool steel, precision Valve Guide Boss. (Takes place of
ground. 4914 and 4943 Series reamers).
Reamers Boring Bars

Hole Dia. Tool No. Hole Dia.
(*Example: Use 8116-68 Boring Bar to bore hole to 555, then finish with 8116-
6R Reamer to .561 dia.)
Expanding Minimum Maximum

Bodv NO. Retracted Dia. Ex~andedDia.
Expanding
Guide
Bodies
Valve Seat Insert Cutters
-
Straight Side Non Step
WARNING! Measure New Insert O.D. and then

select proper cutter.
Straight Side
Cutters
Rnish Finish
Part No.&I Dim. Q& - -Use-Dim.
Part No. -O.S.
49048 Int 1.822 .OW 4985-5 Int 2.140 .OW Step Side
4909-9 Int 1.814 .W2" 4985-6 Exh 1.669 .005" Cutters
4909-12 Exh 1.689 002" 4985-7 Exh 1.664 .010
490413 Exh 1.697 .OIOn 4985-8 Exh 1.669 .015"
4954-5 Int 1.880 .W5" 4985-9 Exh 1.674 .OX)"
4954-8 Int 1.885 .01OU 4985-10 Exh 1.684 .030" Small Large Small Large
4954-9 Int
4954-10 Int
1.885 ,002
1 .a95 .OX)"
5224-5
5224-10
Int
Int
2.522 .005"
2.527 .010"
---
Part No. Diameter Diameter O.$. Part No. Diameter Diameter Q&.
4954-11 Int 1.905 .Ow 5224-15 Int 2.523 .01V STD .015"
4954-12 Exh 1.752 .002" 5224-20 Int 2.537 ,020" .w .om
4954-13 Exh 1.760 .010 5224-30 Int 2.547 .030" .010 .o30"
4954-14 Exh 1.770 .020" 5225-5 Exh 1.793 .005" ,015" STD
4954-15 Exh 1.780 .030" 5225-10 Exh 1.798 .010 .om .mp
4985-1 Int 2.115 .OW 5225-15 Exh 1.808 .015" .w .01ov
4985-2 Int 2.120 .010" 5225-20 Exh 1.808 .OX)" STD .015"
4985-3 Int 2.125 .015" 5225-30 Exh 1.818 .OW .005" .om
4985-4 Int 2.130 .OX)" .OlV .(130*
F%osanQ
Stud Remover
This stud remover is for use in extracting studs 1
from cylinder assemblies using ~ o s a n ~ t y p e
Studs.
Using the hammer, drive the stud driver (1)

over stud (2) as far as possible without making
contact with the cylinder head (3). Using the
ratchet or pull handle, apply a firm, constant
pressure in the clockwise (tightening) direction, 2 3
the serration (4) on the stud will strip. When
the stud gives, reverse the ratchet and back
the stud out until there are three threads still
engaged in the lock ring (5). Move the stud
with the driver still attached, up, down and
sideways. The lock ring will pop out of the
cylinder without damaging it. The stud driver
is Part No. 2769A13.
Connecting Rod Reaming and
Alignment Checking Fixture
With these precision tods, it's easy to check
connecting rods (without bushings) for
alignment and warpage.
The 8111A Base/Retainer Kit is required as

well as one (or more) of the Adapter Kits
described below. The 8111A Kit indudes the
Q
8 Q
high-carbon steel base (hardened and ground for 6
long life); retaining collar, cap (for connecting
rod) and wing nut. @ Base/Retainer Kit 8111A
The 811I A Base/Retainer Kit fits the following

Adapter Kits as described below.
Adapter Kits
These kits contain the indicator gauge assembly,
which as a dial indicator reading in ten-thou-
sandths of an inch (.000In). The gauge body is
lapped into the mating bushing for accurate Complete t o d combining
readings. Instructions are included. 8111A Base with one of the 3
listed adapter kits shown
Adapter Kits checking rod for alignment.
8042C for 520-470-E Series 1.125"
8 0 7 X for 0-200,O-300,360 1.W & .922"
Reamers, Connecting Rod Bushing

High-speed steel reamers with 314" diameter
pilot. Use with 8111A Base/Retainer K t and
proper Adapter Kit as shown above.
87 .92OWRoughing use together

874-41 ,923" Finishing Complete tod
5008 1.126" Finishing using same adapters
8071 1.OW Flnishing @ shown above with piston
pin reamer. See at left
for proper reamer to use
Universal Connecting Rod Bushing
Remover and Installer Set 8098
Complete set for removing and installing con-
necting rod bushings for Continental Support
bushing reverses for either installing or
removing.
8098 Complete Set Includes:

8098-10 Base
Driver and Pilot Ram Replaces
Adapter Assy. Dia. Dia. Tool
8098A .844 .966 4902

80988 .W7 1.058 4949
8098C .967 1.058 -
$0981) .984 1.082 3613
8098E 1.109 1.182 L-149
8098F 1.109 1.230 2879
+8098-10 Base
(Above Driver and Adapter Assemblies also
available individually).
Common Drive Handle 8122A

This Drive Handle fits all pilots and cutters, 812214 Common
and it features positive pin drive as shown. Drive Handle
(Combination of Morse taper and pin drive
eliminates any slippage between handle and This handle f i s all
cutter.) pilots and cutters (also
fits your ofd cutters).
By using the 8122A with the proper pilot from
below, you may choose to pilot into vafve stem
hole or valve guide boss.
Pilots
Cutter
All pilots are hardened and precision ground for
accuracy. Two choices- pilot into valve stem
hole or valve guide boss.
Pilot Choice No. 1- Pilot Into Valve Stem Hole Pilots V---------------]
(On new installations only)
@ Pilot Choice No. 2 - Pilot Into Valve Guide Boss
Part No. Pilot Dia. --
Part No. Pilot Dia. Application Part No. Pilot Dia. Application
8123 530 Standard 8129 ,624 Standard
8139 .343 8124 ,535 Oversize .005 8130 629 Oversize .005
8410 .374 8125 ,540 Oversize .010 8131 .634 Oversize .Of0
8126 ,545 Oversize ,015 8132 ,639 Oversize -015
8141 .435
644 Oversize .020
8127 .550 Oversize .020 8133
8128 ,560 Oversize .030 8134 .654 Oversize ,030
CAUTION: DO NOT USE ON WORM GUIDES!
Needle Bearing Installers
Precisely machined to make bearing installation
fast.
23- 1 .562" pilot

8053 .750Mpilot
Hydraulic Crankshaft Dampener

Bushing f?emover/f?ePlacerSets
8077A and 8077B
Remove and replace crankshaft bushings in a
fraction of the time hydraulically! A few
strokes of the pump handle removes or installs
bushing with very little effort. Small actuating
head fits in and around the crankshaft. Once
the bushing is removed (or installed), a turn of
the valve returns actuator for another cycle.
8077A includes:
10,000 p.s.i. pump and cylinder; 5-ton output

cylinder; 34. long flex hydraulic hose; all
adapters to fit 0-300 and 360, 470 and 520
Series.
80778 (less hydraulics) includes:
Items shown above in 8077A except no

hydraulics are furnished. The actuator head has
1/4" NPT female port for connecting to your
hydraulic hose.
Counterweight Bushing
~emover/lnstaller
8077C
Positiie guide sf all components assures perfect
alignment. Includes adapters for 0300, 360,
470 and 520 Series engines.
All Position Engine Stand
Assembly-Bisassembly
Transportation 8104
Designed to save time on the overhaul floor.
Minimum attaching hardware allows complete
engine accessibility.
Positive frame rotation (3609 locks in infinite

number of positions simply by releasing handle.
Engine mounting plate also rotates 360' and
locks in place with heat-treated lock pin.
Flange holder is predrilled to accept all Con-

tinental engines. Threaded adapters included to
mount non-flanged crankshafts. Shipping
weight 400 Ibs.
Tork Band Tension Adjustgr

7726
Adjust belt tension without damage to compo-
nents. Use on alternators, compressors, a.
Allows grabbing difficult round components.
Generator Drive Holder

Hold drive gear for torquing or removing
retaining nut.
4973 2.600" dia.

4973A 2.510" dia.
Cylinder Heating Stand 8156
In just 8-10 minutes, you can heat 2 cylinders
simultaneously to 6 0 0 ~ ~Or, . you can heat one
at a time (each tip is separately controlled).
Y -Connector
Included with the 8156 Cylinder Heat Stand:
(2) Tips
(2) 36" Propane Hoses ~ / ~ t t i n g s
(1) Propane Regulator
(2) , Controls
(1) Y-Connector
(1) Stand Standard
(2) Cylinder Risers 20 Ib. Propane Tank
All screws, nuts and washers needed; and

instructions.
Starter Clutch Shaft

Bearing Pullers
80931) for removing 314" I.D. bearings.
Differential Pressure Gauge 5210

For turbo superchargers. A rugged, high
precision gauge needed to set differential fuel
measures. 50-0-50 psi, 4-1/2' dia. face, 1/4"
pipe connection.
Differential Pressure 7251
Cylinder Checker
Use standard shop air pressure to check
condition of rings, cylinder walls and valves.
Belt Tension Gauge BT-33-73F

(TSIO-520-BE uses BT-33-89P)
Set belt tension quickly and accurately to
ensure maximum belt and bearing life. The
proper belt-tension eliminates slippage and
increases efficiency of beltdriven opponents.
Compact- only 3 114" wide to fit in crowded
areas. Easy to use- just apply gauge to belt,
release ball handle and read tension on rotating
dial.
Calibrated for A-section V-belts (318" to 112"

top width) and K-section (4,5, and 6 rib) poly-V
befts. Range 30 to 180 lbs. and 130 30 808
newtons (dual scale).
Hydraulic Valve BTBOC

Lifter Tester
For checking Meed down rate on hydmulic
lifters. Hand input turns lifter as in actual
use. Includes one gallon of BT-59 Test Oil
(also availaMe separately).
InAircraft Alternator/
Generator Tester 8091
Replace test bench. Uses aircraft's own engine
to check systems and tests without component
removal. Long leads permit tester to remain in
cockput during testing.
* Voltageoutput * Rotor * Brushes

* Stator * Field Input * Diodes
* Windings
Features 030v DC voltmeter; 10-0-10 amp DC

ammeter; circuit breaker protected. Two point
hook-up- field term, and cigarette lighter.
Engine Timing Disc 3608A

For all engines- universal application from J3 to
DC3. Fastens to prop tip and accurate to 2 1/4
degree. Includes piston stop 3608A-15.
Pulley Hoider 4974

For holding 2-1/2" to 3-1/2" dia. pulleys grip in
pulley groove.
Pulley Alignment Gage Bar

8082
The 8082 gage bar allows a quick and easy
alignment check between driver sheave and
compressor sheave.
Used when installing air conditioning on models

10-520 and TSIO-520. Includes adapter sleeve
for 1/2"v-belts.
Vacuum Pump 8334
This new heavyduty vacuum pump is designed
for one-hand operation. Heavy steel wall; 0-30
in Hg; n o d e fis several sizes of tubing.
Generator Pulley Puller 61-5

Quick removes pulleys from 2-1/2" to 5"
diameter. Applies even pressure on outside of
pulley in pulley groove. All components are
tough, heat-treated alloy steel.
Spark Plug Insert Replacer 4918

Features 1/2"square drive. Use on all engines.
Thru-Bolt Bore Step Cufters

Per Continental Bulletin M77-9
Use to chamfer step in thru-bolt dowel boss
prior to inserting improved thw-bolt with O-
ring seal.
Spark Plug Insert Tap 504-1

For use on all engines. High-speed steel.
Spark Plug Insert Remover 4919
Use on all engines.
Slide Hammer 8054

Heavy duty slide hammer features 2-112-lb. slide
and 5/8"-18 thread. 24" long overall. Use with
8114 Series removers.
Spark Plug Tap 445

18 millimeter threads. High-speed steel.
Rosa@ Lock Ring Installer

80'74
Heat-treated, tough alloy steel. Knurled for
sure grip. Approximately 4" long.
Stud Drivers
Six (6) different thread sizes:
Crankcase Splitter Set L423

Makes splitting Continental crankcases easier
and faster. Prevents crankcase damage. Puller
assemblies bolt onto crankcase studs.
Propeller Shaft Oil Seal Installer
5209
For all flanged shafts. For installing one piece
stretch seals without damaging sealing surfaces.
Be sure to oil the seal before installing.
Oil Pressure Relief Spot Facers

Positive stop to prevent excess material
removal. Cutter Mades are heat-treated
highspeed steel.
8048 Spot Facer for 470 and 520.
Runout Block Set 8177A

Use this set to check runout on crankshafts,
etc. up to 4" diameter. Blocks are aluminum
alloy with Teflon bearing surfaces. Approx.
size: 4' w x 8" 1 x 5" h each.
(Dial indicator
not included)
Polishing Tools for Crankshafts

Bearings
Special aluminum frame and felt polishing
surfaces.
8087A 1-718"to 2-1/4" dia.

8087B 2-1/4* to 2-5/8" dia.
Injector Nozzle
Remover and Installer 8165
This tool allows you to remove, install and
tighten injector nozzles located close to intake
parts on Piper Aircraft. Torque Wrench exten-
sion allows use of 3/8" square drive torque
wrench to tighten nozzles to proper
specifications.
Torque wrench extension is made of heat-

treated steel for durability. Torque input and
output is marked on extension.
Installer is special, thin-walled 6-pt. 1/2" hex

socket.
Crankcase Thru-Bolt Removers

Use with 8054 Slide Hammer to remove stubborn
bolts.
8114-8 Remover, 1/2"-20 threads

Hex Drive for

HexTubeNut 7912A
Tubing nut wrench set for fuel systems.
Rotabroach Cuners 3710

These caters cut faster and cleaner than twist
drills with only a fraction of the power and
effort.
Pullers
These pullers provide a more controlled method to remove
press-fit parts.
INSPECTION INSTRUMENTS
Outside Micrometers*
Spherical Anvil Micrometers are specially useful
in measuring the wall thicknesses of small parts
such as sleeves, collars, tubings and various
cylindrical workpieces. They are also used to
measure dimensions from inside of holes to
outside edges.
Dial Bore Gages*

Dial Bore Gages used for large volume "go, no-
go" inspections or for determination of actual
dimensions. Three-point contact (two guide
pins and one interchangeable rod) assure
alignment within bore. Zero point may be set
with ring gage, micrometer, height master or
gage Mocks.
*All precision measuring devices must have a

current calibration and that calibration must be
traceable to the National Bureau of Standards.
Blade Micrometers*
Non-Rotating Spindle TYPE 122,222
For measurements of narrow grooves, keyways
and other hard to reach dimensions.
Screw Thread*
Micrometers
FOR MEASURING PITCH DIAMETERS
TYPE 126, TYPE 226
Interchangeable V-Anvil Type
60 degree V-Anvil and Conical Spindle are made

of high-grade special steel, hardened and
precision ground.
Depth Micrometers*
The Depth Micrometer is one of the basic
measuring tools selected by machinists.
Rachet stop for consistent and repetitive

measurements.

traceable to the National Bureau ~f Standards.
Reamers, Rocker Shaft Support NOTE: 5129 SERIES ARE FOR
BOSS STRAIGHTVALVE ENGINES ONLY.
.645" Roughing (.609" Pilot) 5129-1- .753" Roughing (.718" Pilot)
.680NRoughing (.643" Pilot) 5129-2- .788" Roughing (.751nPilot)
.703* Finishing (Use with 4903-1 5129-3- .818 Finishing (Use with
& 4903-2) (.678" Pilot) 5129-1 & 5129-2) (.786" Pilot)
4903-4- .708' Finishing (Use with 4903-1 5129.4- .818" Finishing (Use with
4903-2 & 49033) (.7Oln Pilot) 5129-1 & 5129-3) (.815" Pilot)
4903-5- -723" Finishing (Use with 4903-1, 5129-5- .833" Finishing (Use with
4903-2,4903-3 814903-4) 5129-1,5129-2,5129-3 &
(.706" Pilot) 5129-4) (.815" Pilot)
Reamer, Rocker Arm & Reamer, Rocker Shaft Bushing

Shaft Bushing
4905- .609" Std. (.594" Pilot)
Reamer, Rocker Arm Bushing
7232- .751" Std. (.732" Pilot)
Reamers, Valve Guide Boss

Use at 275 RPM maximum
USE MORSE
ADAPTER
4914-1HS - .537" - .005" O.S. (.531" Pilot) 2689

4914-2HS - 5 4 2 " .010" O.S. (2334" Pilot) 2689
4914-3HS -.552" - -020" O.S. (.539" Pilot) 2689
4914-4HS - 2547'' .015" O.S. (.539" Pilot) . 2689
4914-5HS - .561" -030" O.S. (-549" Pilot) 2689
4943-1 HS - .631" .005" O.S. (.624" Pilot) 2693
4943-2HS - .636" -010" O.S. (.628" Pilot) 2693
4943-3HS -.646" - -.020" O.S. (.633" Pilot) . 2693
4943-4WS - .641" -015" O.S. (-631" Pilot) 2693
4943-5HS - -656" -030" O.S. (-645" Pilot) 2693
Engine Application Chart For Valve Guide Stem Hole Reamers
--
Adapt square Shank Reamers to Suggestions For Reaming

No. 2 or 3 Morse f aper Valve Guide Stem Holes
Part No. Morse O.D. Shank Flats 1. Use high quality cutting oil.
2684 2 .323" .242" 2. Reamers are made to cut right
2686 3 .367" .275" hand onlydo not turn backwards
2689 3 .W .3W even a partial turn!
2693 3 .59OW .442" 3. If using power, run high-speed
4104 Reducer Sleeve, No. 2 Morse 1.D. to reamers at 400 RPM maximum, and
No. 3 Morse O.D. sleeve only- carbide-tipped at 700 RPM max-
will not fit reamer shank. imum. High-speed steel reamers
for hand cutting.
4. The #5221 B universal cylinder
NOTE.. ...DO NOT use hiah-weed reamers on holding fixture is recommended
ni-resist auides. for stem hole reaming, using
a drill press or vertical mlll.
Plug Gauges,
Valve Guide Stem Hole
Go and No-go Gauges are used to check
for new limits (and service limits
where applicable). Gauges are heat-
treated alloy steel, precision ground.
284&.1- .436" 1.0. Guide

2W2- .438" I.D. Guide
3615- .375" 1.0. Guide
Dial Thickness Gage*
For use in measuring wall thickness in hard to
reach areas.
Precision Vernier Calipers*

Precision Vernier instruments offer a wide
range of precise tools for measuring accurately
in thousandths of an inch. These include
Vernier Calipers and Vernier Height gages in
both the English and Metric Measure.
Inside Measuring*
Instruments
Three measuring surfaces are lapped parallel to
the longitudinal axis of the Micrometer, and
@
stay aligned with the bore while measurements
are taken.
Large ratchet stop provides constant measuring

pressure to the wall surface, and insures repet-
itive reading to .0002" or .000lU (smaller
ranges).

traceable to the National Bureau of Standards.
Alternator Analyzer
Voltage Regulator Tester
For field or bench use
* Designed to pinpoint developing problems
before a total system breakdown occurs.
* Oscilloscope type performance with easy to
use "ok" or "Defective" presentation.
* Detects failing diodes before normal

indications occur.
EASY TO USE
* Inductive probe clamps over wire for
alternator ripple test.
* Vdtage regulator test leads clip on alter-
nator output terminal and engine ground.
Alternator/Regulator/
Battery Tester
Model E l 00
Designed to test alternators, regulators,
batteries on 12 and 24 volt systems with
currents up to 32 volts DC. Has a pointer zero
adjustment screw on the face of the instrument.
Circuitry is entirely solid state and no battery
or power source is required. Power for the
unit is derived from the systems under test.
Multiple VQItage & Circuit

fester For 12 & 24 Volts
Model29
Designed to test continuity of circuits, shorts,
diades, live circuits both low and high voltage
in aircraft ignition and electronic equipment.
Reads both A 6 and DC in all positions, Has
easy-to-see bright red signal lights, with bulbs
repiaceaMe by unscrewing lenses of face of
tester.
Aircraft Magneto Timing Light
1
Designed for internal timing of "E Gap" and
mag-to-engine timing. Precision solid state
oscillator circuit sees coil primary winding as
high impedance while checking continuity
through contact points. When points open lights
go out. Built rugged for years of reiiable
service. Uses four C-cell flashlight batteries.
Aircraft Timing Indicator

Model lE25
Improves the accuracy and speeds up the
process of timing an aircraft magneto to the
engine. Easily attached to the propeller spinner
with mounting bands. Has top dead center
locator.
Cold Cylinder Test

Model E l 0
Attach one wire with an alligator clamp and use
another cable with a hand-held probe to test
comparative temperatures from cylinder to
cylinder in a matter of seconds. Spot source of
rough running, mag drop or loss of power in a
matter of minutes.
WARNING .. . Keep equipment and personnel

clear of prop area.
High Tension Lead Tester Kit
Designed for quick and simple troubleshooting

of shielded ignition leads. Accurate on even the
longest leads, high voltage pulses test
insulation for leak. Built-in cotdinuity lamp
provides handy test of electrical connections.
Uses two c-cell flashlight batteries. Includes top
grain cowhide carrying case.
Master Orifice "Fool

PIN 646953
Attach to differential cylinder pressure tester
to check calibration and determine the low
leakage limit. (Ref. TCM Service bulletin M84-
15).
CYLINDER HEAD TEMPERATURE
EXHAUST GAS TEMPERATURE
TEST UNITS
Alcor Portable
Digital EGT Unit
For use with Type "K" Thermocouple. This
device is lightweight 9 volt LCD unit, with a
disposabie battery.
Temperature Range 1 0 0 0 ~ - 1 8 0 0 ~ ~ .
Part Number 85328
Afcor Portable
Digital CHT Unit
This device is used with Type "J" Thermocouple.
It is a lightweight 9 volt LCD unit, with
disposable battery.
Temperature Range 2 0 0 ~ - 6 0 0 ~ ~ .
IL-cJ
Indicationfrom 32°-6000~.
Part Number 85329

APPLICATION CHART
SEAMNTS/LUBRICANTS
Grease - Molyshield
(American Lubricants Co.)
e Fuel Injection Controls,

GTSIO-5204 &
hich use Grade 5
e Connecting Rod Bearings
0 Camshaft Bearings
e Accessory Spur Gear Teeth
e Starter Clutch Spring (1.D. &

(male threads only)
e Thrust Washer
e Oil Filter Adapter Seals ----.----
#646943 - Anti Seize e Connecting Rod Nuts -

(all models except Tiara)
male threads only
e Pressure RegulatorThreads
e All Class #4 Studs
e 0-Rings on Fuel Pumps

e Mixture Shaft Bushing
Crankcase Threading Pro-
#641543 Silk Thread

luEm€
cxxmamLMQIISRS
AkmitRodrcCs
e Gasket - Idler Pin

e Gasket - Intake Manifold
e Oil Brain Back Tubes
e Gasket & Oil Fitter Neck
All 360 Models
eal at Alt Drive ( OD
Area of 3-way Joints

e Oil Seal Accessory Drive
AkdtRoductS
TELOWN
(xMwtmLMOIDRS
*LcrrrftRPdrets
e VTC Unit Housing to
Top Accessory Drive Gear

(Breather Slinger) Bolts
TaWN
-MOTORS
AkdtRoductS
Releaseagen S1 -
Mold Release
Oil - Preservative
Daubert Chemical, Inc.
Pennsylvania Refining Co.
TCM PIN 626531-2

-
Enamel Gold (1 gal)
032 in dia Steel
Turco Products Interior and Exterior

Tucker, GA 30084 Aluminum Parts
INTENTIONALLY
LEFT
BLANK
CHAPTER 4
AIRWORTHINESS LIMITATIONS
This Airworthiness Limitations section has been FAA approved and specifies maintenance required
under 95 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program has
been FAA approved. Federal Aviation Regulations §§ 43.16 and 91.403 require ownerloperator
compliance with all maintenance limitations in this section concerning mandatory replacement times,
inspection intervals and other related procedures that are specific to this engine. Any such
limitations listed below are part of the design limits of the engine and the engine was type certificated
based upon required ownerloperator compliance with the limitations.
1. Mandatow Re~lacementTimes.
Subject to additional information contained in FAA Airworthiness Directives (AD) issued after the
date of certification, the engines covered in this manual do not contain any components having
mandatory replacement times required by type certification.
2. Mandatow lnssectisn Intervals.
Subject to additional information contained in FAA Airworthiness Directives (AD) issued after the
date of certification, the engine does not require specific intervals of inspection pursuant to type
certification.
3. Other Related Procedures
Subject to additional information contained in the Airworthiness Directives (AD) issued after the
date of certification, there are no other related procedures required pursuant to the type
certification for this engine.
4. Distribution of Changes to Airworthiness Limitations.
Changes to the Airworthiness Limitations section constitute changes to the type design of this
engine and require FAA approval. Such changes will be published in FAA Airworthiness
Directives (AD).
NOTE
The limitations in this section apply only to specific limitations which are part of the engine design.
Under the Federal Aviation Regulations numerous other additional limitations are applicable to this
engine and it's accessories. For example Federal Aviation Regulation Parts 91 and 43, among other
parts, define inspection criteria, maintenance requirements and procedures that are applicable to
this engine. It is the responsibility of the owner / operator to maintain the engine in an airworthy
condition by complying with all applicable Federal Aviation Regulations and by performing
maintenance in accordance with TCM lnstructions for Continued Airworthiness, which consist of
TCM publications and service documents.
REVISED OCT 97 4-00-01

INTENTIONALLY
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CHAPTER 5
TlME LIMITS/MAINTENANCE
CHECKS
5-00-00 GENERAL
5-40-00 TlME LIMITS/INSPECTION PROGRAM
5-20-00 SCHEDULED MAINTENANCE
5-20-01 Preflight lnspection
5-20-02 50 Hour lnspection
5-26-03 100 Hour Inspection
5-30-00 UNSCHEDULED MAINTENANCE

INTENTIONALLY
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5-00-00 GENERAL
WARNING . . . When performing any inspection or maintenance, always treat the engine as if
the ignition switch was on. Do not stand, nor allow anyone else to stand, within the arc of
the propeller, since a loose or broken wire, or a component malfunction, could cause the
engine and propeller to rotate and/or start.
INTENTIONALLY
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5-10-00 TIME LIMITS/INSPECTION PROGRAM.
The owner or operator is responsible for maintaining the engine in an airworthy condition,
including compliance with all applicable Airworthiness Directives as specified in Part 39 of the
Federal Aviation Regulations and "Airworthiness Limitation" of this manual per FAR A33.4. It
is also the responsibility of the owner or operator to insure that the engine is inspected in
compliance with the requirements of Parts 43 and 91 of the Federal Aviation Regulations.
Teledyne Continental Motors has prepared this inspection guide to assist the owner or
operator in meeting their responsibilities. This inspection guide is not intended to be all-
inclusive; no guide can replace the good judgement of a certified airframe and power plant
mechanic in the performance of his duties. As the one primarily responsible for the airwor-
thiness of the airplane, the owner or operator should select only qualified personnel to
maintain the airplane.
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.
CAUTION. . . Use only oils conforming to Teledyne Continental Motors Specification MHS24
or MHS25 afer break-inperiod.
*NOTE. . . Hours stated or 6 months, whichever comes first. See latest Fuels & Oils Service
Bulletin.
INTENTIONALLY
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5-20-00 SCHEDULED MAINTENANCE
Refer to Service Bulletin M-86-6R1, or current revision as applicable.
5-20-01 PREFLIGHT INSPECTION
Before each flight the engine and propeller should be examined for damage, oil leaks, proper
servicing and security. Refer to the airframe manual "Preflight Check List".
5-20-02 50 HOUR INSPECTION
Detailed information regarding adjustments, repair and replacement of components may be

found in this Overhaul Manual. The following items should be checked during normal inspec-
tions.
1. Engine C~nditions: a. Magneto RPM drop: Check

b. Full Power RPM: Check
c. Full Power Manifold Pressure: Check
d. Full Power Fuel Flow: Check
e. Idle RPM: Check
Record any values not conforming to engine specifications so that necessary repair or
adjustment can be accomplished.
2. Oil Filter: Replace filter, inspect cartridge.
3. Oil: Change oil, if integral screen or small filter is used.
4. Air Filter: Inspect and clean or replace as necessary.
5. Fuel System Clean fuel nozzles as required.
6. High Tension Leads Inspect for chafing and deterioration.
7. Magnetos: Check and adjust only if non-conformities were

noted in Step I.
8. Magneto Filter: lnspect for color, if white o.k., if red or con-

taminated replace.
9. Visual: Check hoses, lines, wiring, fittings, baffles, etc. for

general condition , proper routing & positioning.
10. Exhaust System: Inspect for condition and leaks.
11. Adjustments & Repairs: Perform service as required on any items that are
not within specifications.
12. Engine Condition: Run up and check as necessary for any items
serviced in Step 11. Check engine for oil and fuel
leaks before returning to service.
5-20-03 100 HOUR INSPECTION
Refer to Service Bulletin M-82-4, or current revision as applicable.
Detailed information regarding adjustments, repair and replacement of components may be

found in this Overhaul Manual. The following items should be checked during 100 hour
inspections:
1. Engine Conditions a. Magneto RPM Drop: Check

b. Full Power RPM: Check
c. Full Power Manifold Pressure: Check
d. Full Power Fuel Flow: Check
e. Idle RPM: Check
Record any values not conforming to engine specifications so that necessary repair or adjust-
ment can be accomplished.
2. Oil Filter: Replace, inspect cartridge.
3. Oil: Drain while engine is warm. Refill sump.
4. Fuel System: If pre-inspection run-up indicates a problem, clean

fuel nozzles, metering unit screen, manifold valve
screen and adjust as necessary (see TCM Service
Bulletin M84-6RI, M78-11 or current revision as
applicable.
5. Valves/Cylinders: Check compression. (Refer to Chapter 70-50-00.)
6. Cylinders, Fins, Baffles: Inspect.
7. Spark Plugs: Inspect, clean, regap (i necessary), reinstall. Rotate

plugs from upper to lower positions to lengthen plug
life.
8. High Tension Leads: Inspect for chafing and deterioration.
9. 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.
NOTE. . . At each 500 hours, the magnetos should be disassembled and inspected according to
Magneto Service Manual.
10. Magneto Filter: lnspect for color, if white o.k., if red or con-
taminated, replace.
11. Air Filter: Inspect and clean or replace as necessary.
12. Alternate Air Door: Check operation.

INTENTIONALLY
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5-50-00 UNSCHEDULED MAINTENANCE.
Detailed information required for component, part replacement, system adjustments, accessory
replacement and repair, top overhaul, etc., can be found in "Related Publications" listed in
Chapter 1.
No unscheduled maintenance of the categories listed above should be attempted without

consulting the applicable related publications.
NOTE. . . In case of engine overspeed, refer to the current Overspeed Limitations Service
Bulletin M87-9 or current revision as applicable.
NOTE. . . In case of engine overboost, refer to the current Overboost of Turbocharged

Engines Service Bulletin M67-12 or current revision as applicable.
NOTE. . . In case of prop strike, refer to Sewice Bulletin M-84-16, or current revision as
applicable.
NOTE. . . In case of lightening strike, refer to Service Bulletin M-88-9, or current revision as
applicable.
INTENTIONALLY
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70-00-00GENERAL
To facilitate and ensure proper reinstallation, tag and/or mark all parts and hardware as to
their location as they are removed or disassembled.
When removing any tubes or engine parts, look for indications of scoring, burning or other
undesirable conditions. Tag any unserviceable parts or units for investigation and possible
repair. Take extreme care to prevent foreign matter (lockwire, nuts, washers, dirt, etc.) from
entering the engine whether it is on or off the aircraft. Make use of protective caps, plugs,
and covers to ensure openings are unexposed.
CIAUTION. . . Dust caps used to protect open lines should always be installed OVER the tube
ends and NOT IN the tube ends. Flow through the lines may be blocked off if lines are
inadvertently installed with the dust caps in the tube ends.
If anything is dropped into the engine, work should be stopped immediately and the item
removed even if considerable time and labor is required.
Insure all parts are thoroughly clean before assembling, especially during engine build-up.
All lockwire and cotter pins must fit snugly in holes drilled in specific hardware. On
castellated nuts, the cotter pin head must fit into a recess of the nut with the other end bent
such that one leg is back over the stud and the other is down flat against the nut. Use only
corrosion resistant steel for cotter pins or lockwire.
When replacing gaskets, packings, or rubber parts, use the same type or composition as that
of the part that was removed.
Make sure replacement nonmetallic parts show no sign of storage deterioration.
Use only a plastic or rawhide mallet when installation of a part requires such force.
Loose fitting spline drives external to the engine which have no means of lubrication should
be lubricated with an anti-seize lubricant such as molybdenum disulfide.
70-10-00 LOCKWIRE PROCEDURE
1 LOCKWIRE 2 INSERTING WIRE 3 BENDING WIRE 4 TWISTING WIRE

HOLES PARALLEL AROUND BOLT
6 BENDING WIRE AROUND BOLT 9 CUTTING EXCESS WIRE

70-20-00 PERMATEX, THREADING PROCEDURE AND GASKET MAKER
1. Use full strength non-thinned Permatex aviation grade 3D. Shake or mix well before
using.
2. Apply Permatex No. 3D to the threaded case half, only in areas where thread is shown,
using short light brush strokes until an even, thin coat is obtained. The Permatex should be
viscous enough that most of the brush marks disappear. If not, use a new can of aviation
Permatex. (Allow the Permatex to air dry to a tacky condition before threading).
3. Apply a thin even coat of gasket maker between .010 and .020 of an inch thick to all
areas listed in paragraph "2" above on the non-thread crankcase half.
4. Apply grade D silk thread P/N 641543 as shown in illustration, being sure that free ends
are covered by gasket, except at oil seal.
5. Assemble crankcase halves using bolts for alignment to prevent movement of the thread
and torque all bolts in proper sequence according to Figure 726002D. Torquing sequence as
soon as ~ s s i M e .
SPACETHREAD 1
EVENLY BETWEEN
BOLT HOLES AND
EDGE OF CIC
.-.
CROSS THREAD THREAD CIC ACCORDING TO PROCEDURE

LISTED IN STEPS 1 THRU 5.
AVIATION ---------- GRADE D SILK

PERMATEX THREAD PIN 641543
NO. 3D
FIGURE 70-20-00. PERMATEX AND THREADING PROCEDURE.

70-30-00 APPLICATION OF ADHESIVES.
Adhesives and sealants will be used only in specific applications, outlined in Chapter 1 ,
"Sealants and Lubricants".
-
Gasket Maker P/N 646942 Surfaces must be clean and free of oil and grit. Apply an even
coat of Gasket Maker between .010 and .020 of an inch thick to the surface specified in
Chapter 1 "Sealants and Lubricants".
Gasket Maker is an easily workable tacky gel which can be extruded onto one side of a flange
surface from a tube and evenly spread, or small parts can be covered adequately by pressing
them into a saturated polyester urethane sponge or by r d l coating them with a short nap
roller. Once Gasket Maker has been applied, evenly torque assembly into place. Excess
material can be cleaned by wiping (chlorinated solvent is helpful). Material on hands can be
cleaned with waterless mechanic's hand soap followed by soap and water.
70-40-00 INSTALLATION OF GASKETS --

All gaskets must be visually inspected prior to installation.
Following visual inspection, if the gasket shows any indication of gouges, nicks, cuts or bend
and fatigue marks, immediately replace with new, pre-inspected gasket.
Gasket surfaces must be clean and free of oil and grit. Apply a thin coat of TCM Copper
Coat #642188 to both sides of gasket unless otherwise specified. (Refer to Item No. 10 in
Chapter 1 "Sealants and Lubricants" for application of Copper Coat). Once Copper Coat has
been applied, position gasket with the Copper Coat to its respective side, according to Chapter
1 "Sealants and Lubricants". Evenly torque assembly into place without stressing gasket.
70-50-00 CYLINDER LEAKAGE CHECK (Compression)
GENERAL ,
The differential pressure test is an accepted method of determining cylinder condition by

measuring air pressure loss past the pistons, rings and valves. The operation of the equipment
is based on the'principle that, for any given airflow through a fixed orifice, a constant
pressure drop across that orifice will result.
We have received reports of incorrect cylinder leakage check results caused by improper use
of test equipment and/or by the use of faulty test equipment.
To help you accurately accomplisk a leakage check, we submit the following information on
leakage and use of the Master Orifice tool (Ref. Figure 70-50-01) to calibrate the leakage
checking equipment used on Teledyne Continental engines. Refer to Service Bulletin M-84-15,
or current revision as applicable.
FACTORY CALIBRATED ORIFICE
an with soft brush. Do Not Alter Size)
SPARK PLUG
THREADS (18MM)
N O T E THREAD HAND TIGHT TO

SPARK PLUG ADAPTER.
FIGURE 70-50-01. MASTER ORIFICE ASSEMBLY TOOL BORROUGHS PIN 646953.

Borroughs Tool & Equipment Corp.
2429 N. Burdick St.
Kalamazoo, M I 49007
Tel. 616/345-2700
AND CHOKE
STATIC SEAL DYNAMIC SEAL

FIGURE 70-50-02
70-50-01 LEAKAGE CHECKS
Cylinder leakage is broken down into two areas of concern, the "Static Seal" and the "Dynam-
ic Seal".
Static Seal
The static seal consists of the valve to valve seat seals, spark plug to spark plug port seals
and cylinder head to barrel seal (Ref. Figure 70-50-02). No leakage of the static seal is
permissible.
Dynamic Seal
The dynamic seal consists of the piston rings to the cylinder wal seal (Ref. Figure 70-50-02).
This seal leakage can vary from engine to engine by the cylinder displacement, cylinder choke,
ring end gap and piston design.
70-50-02 EQUIPMENT
Testing equipment must be kept clean and checked periodically for accuracy as follows:
Using a line pressure of 100 to 120 p.s.i., close the cylinder pressure valve, then set the
regulator pressure valve to 80 p.s.i. The pressure in both gages should stabilize with no
leakage.
The restrictor orifice dimension in the differential pressure tester (Figure 70-50-03) for
Teledyne Continental aircraft engines must be 0.040 inch orifice diameter, 0.250 inch long
with 60" approach angle, and must flow 120 2 cubic feet per hour at 30 p.s.i. differential
pressure.
Master Orifice Tool
For conformity /in tester equipment, a Master Orifice Tool has been developed to calibrate
equipment and determine the low indicated leakage limit prior to the engine leakage check.
Connect compressed air at 100-120 p.s.i. to the tester with cylinder pressure valve closed.
Turn the regulator pressure valve on, adjusting pressure to indicate 80 p.s.i. Remove the dust
caps from both ends of the Master Orifice Tool and install onto the cylinder spark plug
adapter. Turn the cylinder pressure valve on and readjust regulator pressure gage to read 80
p.s.i. At this time, the cylinder pressure gage indication will be the low allowable limit for
cylinder leak checks. The low allowable limit is referred to as the master orifice calibrated
pressure reading. After the master orifice calibrated pressure reading has been recorded,
close regulator pressure valve and remove Master Orifice Tool from the cylinder adapter.
A schematic diagram of a typical differential pressure tester is shown in Figure 70-50-03.

70-50-03 PERFORMING THE CHECK
The following procedures are listed to outline the prii-lciples involved, and are intended to
supplement the manufacturer's instructions for the particular tester being utilized.
WARNING ...Magnetos and fuel must be shut off prior to test to make certain that the
engine cannot accidentally fire.
(a) Perform the test as soon as possible after the engine is shut down to ensure that the
piston rings, cylinder walls, and other engine parts are well lubricated and at running
tolerance.
(b) Remove the most accessible spark plug from each cylinder.
(c) Turn the crankshaft by hand in the direction of rotation until the piston (in the cylinder
being checked) is coming up on its compression stroke.
(d) Install an adapter in the spark plug hole and connect the differential pressure tester to
the adapter. (NOTE: Cylinder pressure valve is in the Closed position). Slowly open the
cylinder pressure valve and pressurize the cylinder not to exceed 20 p.s.i.
Continue rotating the engine against this pressure until the piston reaches top dead center
(TDC). Reaching TDC is indicated by a flat spot or sudden decrease in force required to turn
the crankshaft. If the crankshaft is rotated too far, back up at lease one-half revolution and
start over again to eliminate the effect of backlash in the valve operating mechanism and to
keep the piston rings seated on the lower ring lands. This is criiical because the slightest
movement breaks this piston ring sealing and allows the pressure to drop.
GlUTION . . . Care must be exercised in opeiting the cylinder pressure valve, since sufficient
air pressure will be built up in the cylinder to cause it to rotate the crattksltaft if the piston
is not at TDC. It is recommended that the propeller be secured drlri~zg check to prevent
possible rotation.
(e) Open the cylinder pressure valve completely. Check the regulator pressure gage and
adjust, if necessary, to 80 p.s.i.
(9 Observe the pressure indication on the cylinder pressure gage. The difference between
this pressure and the pressure shown by the regulator pressure gage is the amount of leakage
through the cylinder. If the cylinder pressure gage reading is higher than the previously
determined master orifice calibrated pressure reading, proceed to the next cylinder leak check.
If the cylinder pressure gage reading is lower, proceed with the following.
Static Seal Check (Figure 70-50-05)
(g) The source of air leakage should first be checked for the static seal. Positive identifica-
tion of static seal leakage is possible by listening for air flow sound at the exhaust or
induction system cylinder port. When checking for cylinder head to barrel leakage, use a
soapy solution between the fins and watch for bubbles. Use a soapy solution also around both
spark plug seals for leakage. NO LEAKAGE IS ALLOWED IN STATIC SEALS.
(h) If leakage is occurring in the intake or exhaust valve areas, it may be possible to
correct a low reading by staking the valves. This is accomplished by placing a fiber drift on
the rocker arm directly over the valve stem and tapping the drift several times with a hammer
to dislodge any foreign material that may be between the valve face and seat.
CAUTION. . . m e n correcting a low reading in this manner, rotate the propeller so the
piston will not be at TDC. This is necessay to prevent the valve from striking the top of
the piston in some engines. Rotate the propeller again before rechecking leakage to reset the
valves in the nonnal manner.
(i) If leakage is noted between the cylinder head and barrel, REPLACE THE CYLINDER. If
leakage cannot be corrected at the valves by "staking", the cylinder must be removed and
repaired before a Dynamic Seal Check.
NOTE. . . When the cylinder is removed, with the spark plugs installed, inspection can be
accomplished by filling the inverted cylinder bore with nonflammable solvent and then
inspected for leaks at the static seal areas.
(j) If the cylinder was removed for static leakage, replacement or repair, inspect piston
ring gap and cylinder wall for tolerance (Ref. Dynamic Seal, Figure 70-5082). Once the
piston and the cylinder have been cleaned, inspected, and ring gap tolerances have been met,
reassembleto the engine.
Dynamic Seal Check
(k) To check the dynamic seal of a cylinder, proceed with the leakage Pest and observe the
pressure indication of the cylinder pressure gage. The difference between this pressure and
the pressure shown by the regulator gage is the amount of leakage at the dynamic seal.
(I) If the leakage is below the previously determined low cylinder gage reading, loss past the
dynamic seal may be due to piston ring end gap alignment or by the piston and piston rings
angular direction in the cylinder bore (Figure 70-50-04).
First assure that the piston and piston rings are centered. This may be accomplished by
reducing regulator pressure to 20 p.s.i. and working piston through TDC several times,
bringing the piston to TDC in the normal direction of engine rotation. Adjust regulated
pressure to 80 p.s.i. and determine amount of loss. If the gage reading is higher than the
previously determined master orifice calibrated reading, proceed to next cylinder to be tested.
NOTE. . . Piston ring rotation within the ring land is a normal design characteristic. As
illustrated in Figure 70-50-04, the compression ring location may have a direct bearing on the
dynamic seal pressure check. Therefore, we suggest you complete the test in the opposite
direction if readings are below prescribed limits.
(m) If recheck of cylinder pressure gage reading indication remains below allowable loss,
engine may be run-up to operating temperature and rechecked prior to cylinder being removed
and repaired. Rework of cylinders should be accomplished as outlined in this engine overhaul
manual and service bulletins.
CHECK FOR
in Exhaust Port
S f ATlC SEAL
(NO LEAKAGE
PERMISSIBLE)
SECOND CHECK CHECK FOR
DYNAMIC SEAL
FIGURE 70-50-05
INTENTIONALLY
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CHAPTER 72
ENGINE RECIPROCATING
72-00-00 GENERAL
Introduction
Crankcase
Crankshaft
Connecting Rods
Camshaft
Pistons
Lifters
Cylinders
Gear Train
Lubrication System
Valve Mechanism
Induction System
Exhaust System
Ignition System
INTENTIONALLY
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72-00-00 GENERAL
The operating limits and specifications listed in this section are applicable to the TSIO-360
aircraft engine. Consult Chapter 76, 77, and 80 for additional operating procedures
For time between overhaul (TBO) for TSIO-360 series engines, see the latest TBO
Service Bulletin (Revised Recommended Overhaul Periods For All Teledyne Continental
Aircraft Engines). Accessories supplied with engines by TCM are considered to have the
same PBO, with criteria for service and longevity outlined in current TCM TB0 Service
Bulletins, unless otherwise specified.
ENGINE SPECIFICATIONS
Manufacturer........................................................................... Teledyne Continental Motors
Model ..................................................................................................................... TSIO-368
Cylinders
Arrangement ........................ Individual cylinders in a horizontally opposed position
Compression Ratio........................................................................................ 7.5: 1
Firing Order. ......................................................................................... 1-6-3-2-5-4
* Cylinder Head Temperature Maximum Allowable ....................................... 460°F
* Indicates temperature measured by Bayonet Thermocouple,
(Aeronautical Standard AS234 element or equivalent), installed
in boss in bottom of cylinder head.
Number of Cylinders. .............................................................................................. 6
Numbering (Accessory toward propeller end):
Right Side Cylinders ......................................................................................... 1-3-5
Left Side Cylinders ........................................................................................... 2-4-6
Bore (Inches) ...................................................................................................... 4.44
Stroke (Inches) ...................................................................................................3.88
Piston Displacement (cu. in.) ........................................................................... ... 360
TOTAL BASIC ENGINE WEIGHT - DRY (No oil in sump)
(Subject to product TSIO-360-A,AB
variation of -t2.5%) TSIO-360-B,BB
TSIOS60-C,CB
TSIO-360-D,DB
TSIO-360-E,EB
TSIO-360-F,FB
TSIO-36049
TSIO-360-H,HB
TSIO-36049
TSIO-360-KB
TSIO-360-LB
TSIO-360-MB
TSIO-360-SB
REVISED BCP 97 72-00-03

Complete Engine Includes:
Crankcase assembly, crankshaft assembly, camshaft assembly, valve drive train, cylinder
assemblies, piston & connecting rod assemblies, oil sump assembly, inter-cylinder
baffling, alternator, starter, starter adapter assembly, lubrication system (includes oil filter),
accessory drives, ignition system (includes spark plugs), fuel injection system (includes
starting primer), depending on engine model, induction system, exhaust system, all engine
attaching hardware, hoses, clamps and fittings.
DOES NOT INCLUDE:
Outer cylinder teaming, prop governor, airframe to engine control cables, attaching
hardware, hose clamps and fittings.
OPERATING LIMITS
ENGINE MODEL RATED MAX. REC. MAX
CONT. BHP CRUISE BHP
210 157
210 157
225 146
225 146
200 150
200 150
210 160
210 137
225 147
220 160
210 160
210 165
220 165
Crankshaft Speed - RPM

Rated Maximum Continuous Operation .A,AB,B,BB,C,CB,D,DB,H,HB,JB,KB 2800
Rated Maximum Continuous Operation ............................................... EB,FB 2575
Rated Maximum Continuous Operation ......................................... GB,LB,MB 2700
Rated Maximum Continuous Operation ................................................ SB 2600
Rated Maximum Take-Off ......................A,AB,B,BB,C,CB,D,DB,H,HB,JB,KB 2800
Rated Maximum Take-Off ..................................................................... EB,FB 2575
Rated Maximum Take-Off ...................... ...................................... GB,LB,MB 2700
Rated Maximum Take-Off ......................................................................... SB 2600
Recommended Max. for Cruising (75% Power)........................... A,AB, B, BB 2600
Recommended Max. for Cruising (75% Power)............................ C,CB,D,DB 2500
Recommended Max. for Cruising (75% Power)........................... E, EB, F, FB, GB,
........................................................................................... H, HB, JB, LB, MB, 2450
Recommended Max. for Cruising (75% Power)................................... KB, SB 2500
Intake Manifold Pressure (In. Hg.)
Maximum Take-Off ........................................ See Performance Chart (Chapter 76)
Maximum Continuous ................................... See Performance Chart (Chapter 76)
Recommended Continuous Max. for Cruising ................... See Performance Chart
Fuel Control System ......................................Continental Continuous Flow Injector
Unmetered Fuel Pressure (PSIG) ........................ (See Operating Limits 77-00-04)
Fuel (Min. Grade).................................... ....................Aviation Grade 100 or IOOLL
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 aircraft is inadvertently serviced with the wrong grade of fuel, the fuel tank
must be completely drained, properly serviced, and the proper engine inspection
completed.
Oil: (First 25 hours of operation) ..............Mineral (non-detergent) Oil or Corrosion
...............................................Preventive Oil Corresponding to MIL-C-6529 Type II
Normal Service
All Temperatures .........................................................................................
15W-50
......................................................................................................................
2OW-50
Below 50" F Ambient Air (Sea Level).................................. SAE 30 or 10W-30
Above 30" F. Ambient Air (Sea Level) ........................................................ A 50
Oil Sump Capacity ...................................... See Operating Limits Section 77-00-01
Max. Oil Consumption (Lb-lBHP/Hr. Max. at Rated Power at RPM)
ALL MODELS --
.006 LBS. X % POWER
100
Oil Pressure
Idle, Minimum, psi (All Models) .............................................................................10
Normal Operation, psi (TSIO 360-A,AB,B,BB,C,CB,B,BB,H,HB,JB) ............30 - 60
Normal Operation, psi (TSIO 360-E,EB,F,FB,GB,KB,LB,MB,SB) .................30 - 80 I
Oil Temperature Limits
Minimum for Take-Off ....................................................................All Models 100°F

Maximum Allowable .............................................................................. 1I0°C/2400F
Recommended Cruising ..................................................... 71O - 82OC/160" - 180°F
IGNITION TIMING " BTC
IGNITION TIMING " BTC + 1" RIGHT LEFT
All Models 20" 20"
ACCESSORIES
The following magnetos equipped with an appropriate harness are eligible on these
engines at the indicated weight change.
Weight Change
Two TCM S6LN-25 ....................................................................................................... None
Two Slick Electro Model 621416220 .................................................................... -1.4 LBS
The following spark plugs are approved for use in all engines covered in this manual.
ALL MODELS
Manufacturer Manufacture TCM PIN Manufacturer Manufacture TCM PIN
PIN PIN
AUBURN HSR-86 626364 AUTO-LITE SH26
HSR-83P 626363 SH260
HSP-93 635861 pH26
SR-86 649911 PH260
CHAMPION RED SEAL SE270

SJ270
SE270P
SJ270P
SMITHS RSE23-3R 642097

RSH23-3R 646098
I I
!-00-01 INTRODUCTION
The arrangement and appearance of the engine components are indicated in Subsection
1-10-04. It will be observed that minimum length has been achieved by mounting the
starter on a right angle. Full focalized engine mounts reduce engine vibration to a
minimum.
The oil cooler is located on the rear left side of the engine. A full flow oil filter is used in
place of the integral type screen.
Configuration differences of the TSIO-360 engines are various induction systems, balance
tubes, fuel injection assemblies, starter adapters, oil filter adapters, and exhaust systems.
Specific detail part differences in the TSIO-360 Series will be noted in the Parts Catalog
(X30597A).
72-00-02 CRANKCASE
Two aluminum alloy castings are joined along the vertical center plane to form the
complete crankcase. The individual castings (with studs and inserts) will be referred to as
the left crankcase and the right crankcase throughout this publication.
A. Bosses molded in the crankcase castings are line bored in the assembled castings to
form bearings for the camshaft and seats for precision, steel-backed, lead alloy lined
crankshaft main bearing inserts. Guides are bored through lateral bosses for tappets
and for the governor drive shaft.
B. Cylinder mounting pads on the left crankcase are farther forward than the
corresponding pads on the right crankcase to permit each connecting rod to work on a
separate crankpin. Each pad has six studs and two through bolts for attaching
cylinder base flanges. The propeller governor mount pad is located at the left hand
lower front corner. The fuel pump pad is located on the lower right hand crankcase.
C. The crankcase interior is ventilated by a breather consisting of a tube and baffle
assembly with a side extension for hose attachment. The breather assembly is
pressed into the upper right crankcase.
NOTE. Engine crankcase halves are a machined set -- do not mix-match with any other
set.
72-0803 CRANKSHAFT
The method of numbering the crankshaft journals and cheeks is illustrated in Figure 72-00-03.
Main journals, rod journals, and crankshaft cheeks are identified by letters and location
numbers.
FIGURE 72-00-03. CRANKSHAFT NUMBERING
(a) Main Journal - M.J.

(b) Rod Journal - R.J.
(c) Crankshaft Cheek - C.C.
Counterweights are supplied in matched pairs with the bushings installed. This is necessary to
assure that their weight difference does not exceed 2 grams.
The counterweight order number designates the vibration order the counterweight is absorbing.
If a vibration occurs six times per revolution, the counteweight which has been tuned to
counteract this frequency of vibration is designated a 6th order counterweight. Similarly, if a
vibration occurs fives times per revolution, the counteracting counterweight is designated a
5th order counterweight.
Crankshaft vibrations are caused by the firing of the cylinders.
Counterweights are installed on hanger blades located on the crankshaft #2 cheek (2 counter-
weight configuration).
The crankshaft gear is heated prior to installation to obtain a shrink fit. The gear is located
by a dowel of uniform diameter.
A neoprene oil seal, which is stretched over the crankshaft flange, and a split retainer ring
are seated between the crankcase castings in the front shaft exit area, and is sealed to the
crankshaft by a helical spring inside the seal's cavity.
72-00-04 CONNECTING ROBS
The "I" beam type connecting rods have split bronze piston pin bushings and two identical
precision inserts (of the same type as the main bearings), at the crankpin end. Weight
variation sf rods in any one pair is limited to 112 ounce in opposite bays.
72-00-05 CAMSHAFT
A steel alloy forging is machined on four journals, nine cam lobes and the gear mount flange
at the rear end. The lobes and journals are ground and hardened. A groove around the front
journal passes engine oil from the right crankcase cross passage to the left case passage. The
camshaft gear is attached by four unequally spaced bolts to locate its timing mark in relation
to the cam lobes. The inner teeth of the camshaft gear drive the alternator.
72-00-06 PISTONS
Pistons are aluminum alloy forgings or castings with a steel insert casted into the top ring
groove. The skirts are solid and have cylindrical relief cuts at the bottom to clear the
crankshaft countennreights. Pistons have three ring grooves above the pin hole and one ring
groove below. Compression rings are installed in the top, second and the groove below the
pin hole. A center grooved and slotted oil ring is installed in the third groove, which has six
oil drain holes to the interior. Weights are limited to 1/2 ounce in opposite bays. Piston
pins are full floating ground steel tubes with permanently pressed-in aluminum or bronze end
plugs.
72-00-07 LIFTERS
The barrel type hydraulic lifters may be removed and replaced without complete disassembly of
the engine. Construction and operation of the lifters are described in Section 72-00-11.
72-00-08 CYLINDERS
The externally finned aluminum alloy head castings are heated and valve seat inserts installed
before the head is screwed and shrunk onto an externally finned steel alloy barrel to make
the permanent head and barrel assembly. Prefinished aluminum bronze intake valve guides and
nitralloy or niresist exhaust valve guides are pressed into the cylinder assembly. Special
18mm helical coil thread inserts are installed in upper and lower spark plug holes. The
exhaust ports are on the bottom and intake ports are on the top of the head when the
cylinder is installed. Exhaust valve faces are Stellite No. 6 and stem tips are hardened.
Valve stems are solid. The intake valve guide is equipped with a valve guide seal to prevent
oil from being drawn through the valve guide and into the cylinder. Outer retainers of the
two concentric springs surrounding each valve are locked to the stems by tapered, semi-
circular keys which engage grooves around the stems. Rotocoiis are installed on intake and
exhaust valves. The controlled rotating action of this type retainer helps prevent burring and
eroding of the valve and valve seat. Inner spring retainers are pressed steel. Valve rocker
covers are stamped aluminum alloy. Rocker shafts are case hardened steel. The rocker shafts
are held in place by studs in the cylinder rocker boxes. Valve rockers are steel forgings with
hardened sockets and rocker faces and pressed-in bronze bearings. They are drilled for
lubrication. Pushrods are constructed of steel tubes and pressed-in, hardened, forged steel
ball ends, which are center drilled for oil passages. The pushrod housings are beaded steel
tubes. The bead at the cylinder end retains a washer and packing ring. The bead at the
crankcase end retains a heavy spring, washer, packing ring and second washer. The cylinders
are nitrided for hardening.
72-00-09 GEAR TRAIN (See Figure 72-00-09)
3
A. When starting the engine, torque is transmitted from the starter (13) through the adapter
components (14 thru 22) depending on the adapter configuration. As worm wheel (16) is
turned, the spring mounted on its hub is tightened to grip the knurled drum of the shaft gear
(17). After the engine is started, the spring returns to its normal position, thus disengaging
the starter. Some starter adapters incorporate an additional housing which provides for two
additional accessory drive pads. Gears (19, 20) provide the torque for these drives. In
addition, all TS10-350 engines incorporate a scavenge pump in the starter adapter gear. The
scavenge pump gears ( 2 1 3 ) are driven by the starter shaftgear (17). The scavenge pump gear
(21) is keyed to the starter shaft gear (17).
B. Torque from the crankshaft gear (1) is transmitted directly to the camshaft gear (3).
C. The camshaft gear (3) drives the magneto gears (11, 12). The alternator drive gear (23)
meshes with the inner camshaft gear and turns the alternator shaft through a rubber bushing
drive coupling. The splined end of the oil pump drive gear (9) mates with the internal spline
of the camshaft gear and transmits torque to the oil pump driven gear (10).
D. The governor drive bevel gear (6) is keyed to the camshaft (4) and meshes with and
drives the governor bevel gear (7).
E. The splined end of the fuel pump drive shaft (8) mates with the internal spline of the
governor gear.
FIGURE 72-00-09. GEAR TRAIN DIAGRAM
1. Crankshaft gear 13. Starter
2. Crankshaft 14. Worm drive shaft
3. Camshaft gear 15. Starter worm gear
4. Camshaft 16. Starter worm wheel
5. Hydraulic tappet 17. Starter shaft gear
6. Governor drive gear 18. Accessory drive gear
7. Governor driven gear 19. Accessory driven gear
8. Fuel pump drive shaft 20. Accessory driven shaft
9. Oil pump drive gear 21. Scavenge pump drive gear
10. Oil pump driven gear 22. Scavenge pump driven gear
11. Right magneto drive gear 23. Alternat~rdrive gear
12. Left magneto drive gear
72-00-10 LUBRICATION SYSTEM (See Figure 72-00-10)
A. The engine oil supply is contained in the sump. The oil is drawn from the sump,
through the oil suction tube, to fill the volume being constantly displaced by the engine
driven, gear type oil pump.
B. Oil enters the lubrication system through the oil suction screen in the lower left corner
of the crankcase cover. From the oil screen cavity a cored passage leads to the suction side
of the oil pump.
C. From the pressure side of the oil pump a cored passage conducts the oil to the pressure
oil screen assembly. From the pressure oil screen a cored passage in the sump conducts the
oil to the left crankcase main oil gallery. The rear end of the right crankcase main gallery is
aligned with a passage in the crankcase cover which directs pressurized oil to the oil pressure
relief valve.
D. An oil temperature control valve located in the oil cooler adapter regulates oil tempera-
tures within specific limits.
E. A scavenge pump is incorporated in the starter adapter to return lubrication oil from the
turbocharger to the crankcase.
FIGURE 72-00-70. LUBRICATION SYSTEM.
72-00-12 DECEMBER 1992

72-00-11 VALVE MECHANISM
Exhaust valves are faced with a special heat and corrosion-resistant material and the valve
stems are chromed for wear resistance. Oil fed to the hydraulic valve lifters, under pressure
from galleries, lubricates the lifter guide surfaces and fills the reservoirs inside the lifters. Oil
from the lifters flows through the pushrods to the rocker arms. Each rocker arm directs a
portion of its oil through a drilled orifice toward the respective valve stem. Oil is returned to
the crankcase through the pushrod housings, which are sealed to the cylinder head and
crankcase by rubber seals. Drain holes in the lifter guides return oil to the sump.
The barrel type hydraulic lifter (See Figure 72-00-11) consists of a steel body (I), an expand-
ing spring (2), and a check valve assembly (3, 4, and 5), a plunger (6),a socket (7), for
pushrod end, and a retaining ring (8). A groove (9), around outside of body picks up oil from
crankcase supply hole. From the exterior groove, oil is directed to interior body groove (I 1)
through hole (10) and from the interior groove through the hole to the reservoir (12). Oil is
withheld from reservoir (15) by check valve ball (5) which is supported by a spring (4) and
retainer (3). The check valve is opened by outward motion of a plunger under pressure of the
expanding spring whenever a clearance occurs in the valve train. Thus, the body reservoir is
kept full of oil which transmits lifting force from the body of the plunger. The plunger and
socket are selectively fitted to the body to permit a calibrated leakage so the lifter will
readjust its effective length after each cycle, while cylinder valve is closed, to return "lash"
in valve train to zero.
72-00-12 INDUCTION SYSTEM
The air induction system used on the TSIO-360 Series Engines consists of intake tubes,
connecting hoses, clamp assemblies, air throttle, fuel metering assembly, air reference lines,
and turbocharger. The air throttle assembly is usually located on the top center area of the
engine supported by the engine backbone. The system is provided with a drain valve at the
intake portion of the cylinder to remove any fuel that may collect there.
2. Spring, plunger
3. Check ball retainer
4. Spring, check ball
5. Check ball
8. Ring, retaining
9. Oil groove, exterior
10. Oil inlet, body
11. Oil groove, interior
12. Oil reservoir, plunger
13. Hole, oil discharge
14. Oil reservoir, body
FIGURE 72-00-11
The throttle assembly is connected to the elbows at the front cylinder intake tubes by
connector hoses and clamps. This assembly is then connected to the center intake tubes
and the center to the front intake tubes in the same manner. Each intake tube is attached
to the cylinder by a flange, sealed by a gasket and secured by two washers and two nuts.
72-00-13 EXHAUST SYSTEM
Exhaust systems for TSIO-360 A, AB, B, BB, C, CB, D, DB, H, HB, & JB are supplied by
the aircraft manufacturer. The exhaust systems that will be discussed in this manual are
those for the TSIO-360 E, EB, F, FB, GB, KB, LB, MB, SB, L/TSlO E, EB, & KB which are
supplied by Teledyne Continental Motors. The exhaust system consists of an exhaust
collector, two elbow risers, four tee risers, various tubes, couplings, turbocharger
mounting flange, fixed wastegate or wastegate and actuator. The collector assembly
routes exhaust flow to the turbocharger turbine which drives the compressor section for
compressed intake air. Turbine RPNI is determined by the amount of incoming exhaust
flow which is adjusted by fixed wastegate or wastegate and actuator. On hydraulic
wastegate systems, the actuator is controlled by the variable pressure controller. Oil
pressure for the turbocharger system is engine supplied.
72-00- 14 IGNITION SYSTEM
A. Torque from the engine crankshaft is transmitted through the camshaft gear to the
magneto drive gears, which in turn drives the magneto drive coupling. The magneto
coupling incorporates an impulse coupling. As the rubber bushings in the drive gear
turns the coupling drive lugs, counterweighted latch pawls inside the coupling cover,
engage pins on the magneto case and hold back the latch plate until forced inward by
the coupling cover. When the latch plate is released, the coupling spring spins the
magnet shaft through its neutral position and the breaker opens to produce a high
voltage surge in the secondary coil. The spring action permits the latch plate, magnet
and breaker to be delayed through a lag angle of 30 degrees of drive gear rotation
during the engine cranking period. Two stop pins on the case and two lobes on the
breaker cam produce two sparks per revolution of the drive shaft. After engine is
started, counterweights hold the latch pawls clear of the stop pins and the magnet
shaft is driven at full advance.
B. Engine firing order for the TSIO-360 Series is 1-6-3-2-5-4. The firing order for the
lJTSIO-360 is 1-4-5-2-3-6. See Figure 72-00-14A. Notice the position of the No. 1
cable terminal in the magneto outlet plate in relation to the magneto case. As viewed
from the distributor end, the magneto rotor turns counterclockwise, passing in
succession the terminals of spark plug cables in engine firing order. Cables are
connected to the magnetos so that the right magneto fires the upper plugs on the right
side and lower plugs on the left. The left magneto fires the upper plugs on the left and
the lower plugs on the right. The magneto cases, spark plugs, cables and connections
are shielded to prevent radio interference. Pressurized magnetos are installed on the
TSIO-360 FB (9), GB (4), LB MB and SB Models. See Figure 72-00-14B.
Pressurization is supplied through bleed air supplied from the pressurized induction
system.
WARNING. .. Engine kickback while cranking may cause damage to the starter
adapter clutch and is an indication of malfunctioning retard system (impulse
couplings or retard breaker not functioning properly).

LOWER SPARX PLUGS
FIGURE 72-00.14A. WIRING DIAGRAM
FlGURE 92-80-14B. PRESSURIZED MAGNETO INSTALLATION.

INTENTIONALLY
LEFl
BLANK
SECTION 72-10-01
DISASSEMBLY
DISASSEMBLY
General
Extent of Disassembly
Parts to be Discarded
Preliminary Cleaning
Ignition System
Fuel Injection System
Accessory Case
Induction System
Oil Sump
Oil Cooler
Alternator Assembly
Starter and Starter Drive Adapter
Oil Pomp AssembIy
Cylinders and Pistons
Crankcase
Camshaft Assembly
Crankshaft Group
Exhaust System
INTENTIONALLY
LEFT
BLANK
72-10-01 GENERAL
Instructions in this section are based on the assumption that all parts attached by the aircraft
manufacturer, except optional pumps have been removed.
Accessories supplied by the engine manufacturer may be serviced according to instructions

supplied by the applicable accessory manufacturer.
ENGINE REMOVAL INSTRUCTIONS
Properly identify each part by marking or tagging as it is disconnected from the engine, to
aid in reinstallation.
NOTE. . . If the engine is being removed to be placed in storage, accomplish steps listed in
Section 72-80-00, Engine Preservation.
1. Turn all cockpit switches and fuel selector valves OFF.
2. Drain the engine oil from the sump. Replace drain plug and tighten.
3. Disconnect the battery ground cable.
4. Disconnect the starter cable.
5. Tag and disconnect the engine wiring bundle from the following components.
a. Magnetos
b. Alternator
c. Tach Generator
d. Oil Temperature Bulb
e. Cylinder Head Temperature Bulb
f. EGT Thermocouple Probe(s)
g. Remove all clamps attaching engine wire bundle to engine components and route
clear of the engine.
6. Disconnect propeller, throttle, and mixture control cables,
7. Disconnect fuel, manifold pressure and oil hoses from engine.
8. Remove exhaust system.
9. Remove the propeller in accordance with airframe manufacturer's instructions.
10. Remove engine to airframe connections in accordance with airframe manufacturer's

instructions.
Attach a hoist to engine lifting eye and relieve the weight from the engine mounts.
CAUTION. . . Place a suitable stand under the aircraft tail section load bearing area (jack pad
or A/C tie down eye) before removing the engine. The loss of weight may cause the tail to
drop.
11. Remove the engine mounts.
12. Hoist engine vertically out of the nacelle and clear of the aircraft.
NOTE. . . Hoist engine slowly making sure that all wires, lines and hoses have been discon-
nected.
13. Install engine on a transportation stand, dolly or on the engine shipping container base.
72-10-02 EXTENT OF DISASSEMBLY. Line drawings reproduced in this section are similar to those
used in the parts catalog. The location of components and attaching parts in the illustration
will be sufficient to enable personnelto accomplish disassembly operations.
72-10-03 PARTS TO BE DISCARDED. Discard all shakeproof washers, lockwires, tab washers, rubber
seal rings, oil seals, gaskets, cotter pins, flex hoses, hose connectors and magneto coupling
(rubber) bushings in such a manner that they will not be used again inadvertently. Care
should be taken in removing gaskets from aluminum parts by scraping. Such removal should
be delayed until the part is to be cleaned. (See TCM Service Bulletin 87-11R2, or current
revision applicable,) "100% Replacement Parts."
72-10-04 PRELIMINARY CLEANING. Spray or brush with a solvent used for general cleaning of engine
parts. Remove caked dirt on bolt heads and nuts especially. At the same time the oil sump
drain plugs should be removed to drain any remaining oil.
CAUTION. . . Do not use a caustic or even mild alkaline cleaning solution for external
precleaning, as these solutions will also remove the "anodized"finish of aluminum parts.
72-10-05 IGNITION SYSTEM (See Figure 72-10-05).
A. Disconnect cables from spark plugs (1). Remove attaching parts (2, 3) and cable outlet
plate (26) from each magneto (7).
B. Remove distributor block (24) and cable outlet plate (26) from ignition cables.
C. Remove clamps (18 thru 21) by removing attaching parts (16, 17).
D. Remove ignition harness assembly from engine and discard.
E. Remove attaching parts (4, 5,6),magnetos (7) and gaskets (8).
F. On models utilizing magneto pressurization, remove clamps (5), hose (3), tee (2), filter
(6) and hose (3), Figure 72-00-14B.
FlGURE 72-10-05 IGNlTlQN SYSTEM
Spark plug Sleeve Ground terminal kit

Screw Spring assembly Washer
Lockwasher Speed nut Insulating sleeve
Nut Screw Inner ferrule
Lockwasher Bracket clamp Outer ferrule
Hold down washer Six wire clamp Coupling nut
Magneto Four wire clamp Coupling bushings
Gasket Two wire clamp Retainer
Cotter pin Strap Needle bearing
Nut lgnition cable eylet Washer
Gear support shaft Distributor cable grommet Pilot sleeve bushing
Pin lgnition cable ferrule Magneto drive gear
Spring Distributor cable plate
Additional equipment for pressurized models. Reference Figure 72-00-148.

72-10-06A FUEL INJECTION SYSTEM ALL MODELS EXCEPT MB (See Figure 72-10-06A)
A. Disconnect fuel discharge tubes (29) from nozzles (30), and, fuel manifold (28). Remove
nozzles. Sleeve (31),(Figure 72-10-08A) must be removed before nozzles can be removed.
8. Hoses and tube assemblies, routed to or from cylinders, fuel valve manifold assembly,
throttle control assy. air throttle adapter, or fuel nozzles, should be identified as to their
fiing-to-fiing location and temporarily marked for ease of reassembly.
C. Remove two sets of attaching parts and lift off fuel manifold valve and mounting bracket
as one unit. Any further disassembly will disturb the calibration and should be accomplished
only in accordance with the Fuel Injection Manual, Form X30593A.
D. Remove four sets of attaching parts (35, 36, 37) and remove fuel pump (2) and gasket
(1).
NOTE. . . Remove and discard all used gaskets and seals.
NOTE. . . Further disassembly of the fuel injection system components is not advised unless
proper test equipment is available.
NOTE. . . For further information, refer to Teledyne Continental Fuel Injection Systems
Overhaul Manual and Parts Catalog, Form X30593A.
FIGURE 72-10-06A. FUEL INJECTION SYSTEM (ALL MODELS EXCEPT MB)
Gasket Bushing Fitting

Fuel pump Nut Valve assy, Fuel manifold
Lever Tee Tube assy.
Bushing Adapter Nozzle assy.
Nut Elbow 0-Ring
Elbow Fitting Tube assy.
Elbow Gasket Tube assy.
Elbow Adapter-air. thr. Tube assy.
Elbow Screw Blain washer
Elbow Plain washer Washer lock
Elbow Washer lock Nut plain
Throttle & cont. assy. Nut plain Tee
Lever assy. Fitting Bolt
Bracket
W~se
72-10-06B FUEL INJECTION SYSTEM
I TSlO 360 MB & SB (See Figure 72-10-06B 8 72-10-08F).

A. Disconnect fuel discharge tubes (19) from nipples (45) and nozzles (20). Sleeve (25)
Figure 72-10-08F, must be removed before nozzles can be removed.
B. Remove attaching hardware (29, 30, 31) and remove fuel discharge tubes (19).
Disconnect hose (25). Remove attaching hardware (47 thru 51), Bracket and
Manifold Valve assembly.
C. Disconnect and remove hoses (22, 23, 24), remove attaching hardware (23, 24)
Figure 72-10-08F, and remove throttle assembly (18).
D. Remove attaching hardware (32, 33, 34) and fuel pump (2). Remove and discard
gasket.
NOTE. . . Remove and discard all used gaskets and seals.
NOTE . . Further disassembly of the fuel injection system components is not advised
unless proper test equipment is available.
NOTE. . . For further information refer to Teledyne Continental Fuel Injection Systems
Overhaul Manual and Parts Catalog X30593A.
FIGURE 72-10-068. FUEL INJECTION SYSTEM

1. Gasket F/P 22. Hose assembly
2. Fuel pump 23. Hose assembly 44. Manifold valve
3. Lever 24. Hose assembly 45. Nipple
4. Bushing 25. Hose assembly 46. Bracket
5. Nut 26. Nipple 47. Bolt
6. Elbow 90" 27. Clamp 48. Washer
7. Elbow 90" 28. Clamp 49. Washer
8. Elbow 45" 29. Bolt 50. Washer, lock
9. Elbow 90" 30. Washer 51. Nut
10. Elbow 45" 31. Nut 52. Screw
1I.Elbow 45" 32. Washer, plain 53. Washer
12. Rod & link assembly 33. Washer, lock 54. Elbow 90"
13. Lever, controller 34. Nut 55. Elbow 90"
14. Pin lever 35. Controller 56. Fitting
15. Washer, wave 36. Gasket, controller 57. Elbow 90"
16. Washer 37. Washer, plain 58. Elbow 90"
17. Cotter pin 38. Washer, lock 59. Adapter
18. Throttle & metering 39. Screw 60. Fitting
assembly 40. Overboost Valve 6 1. Tee
19. Tube assembly fuel 41. O-ring 62. Tee
20. Nozzle assembly 42. Washer, lock
21. O-ring 43. Screw

FIGURE 92-10-6B. FUEL INJECTION SYSTEM, TSIQ 360-MB 43 SB
REVISED OCT 97 92-1 0-09

72-10-07 ACCESSORY CASE (See Figure 72-10-07)
A. Remove oil filter (14) attaching hardware (8, 9, 10) and oil filter adapter (11, 12, 13).
Remove and discard gasket (17), O-ring (16). On old style accessory case remove attaching
hardware (49 thru 54), brackets (59, 60) and oil filter adapter (58) or remove oil screen
assembly (45 thru 48). Discard all used gaskets and O-rings.
B. Loosen relief valve cap (28) or (33) for later removal.
C. Remove attaching hardware (1 thru 6) and carefully separate accessory case from crank-
case studs. Remove and discard gasket (7).
D. Remove attaching hardware (23, 24, 25), cover (26) or tach drive assembly (42 thru 44) as
applicable. Remove nut (371, and discard gasket (27). For oil pump disassembly see Figure 72-
10-13.
E. Remove relief valve assembly items (28 thru 36). Discard gaskets (29,34).
F. Remove screen (18), plugs (20, 21) and discard gaskets (19, 22).
NOTE. . . Refer to parts manual X30597A for correct adapter to engine application, oil filter
adapter to engine. Angle orientation may vary according to engine model.
72-10-08A INDUCTION SYSTEM.
TSlO-360-A,AB,B,BB,H,HB,JB (See Figure 72-10-08A).
A. Fuel nozzles should have been removed during fuel injection system disassembly.
Remove air reference lines (28) and sleeves (31) together. Disassemble air reference lines (28)
and sleeve assemblies (31) discarding used seals (32, 19) and washers (33,34).
B. Remove air reference tubes (16, 18, 29) from air throttle adapter (21) and fuel pump.
Remove fittings (26, 27) from air throttle adapter.
C. Remove attaching hardware (22 thru 25), and separate adapter (21) from air throttle
body (13). Remove and discard gasket (20).
D. Loosen hose clamps (10,tl). Remove hoses (12) and clamps (10,ll).
E. Remove attaching hardware (7, 8, 9). Lii off induction riser assemblies (2 thru 6).
Remove and discard gaskets (1).
F. Remove hose (36), elbow or fiings (35) as applicable, attaching hardware (14, 15), and
air throttle and metering assembly (13).
FIGURE 72-10.08A. INDUCTION SYSTEM, TSlO A,AB,B,BB,W,HB,JB.
Gasket Bolt Tube, air reference

Riser assembly Nut Tube, air reference
Riser assembly Tube, air reference to fuel pump
Riser, elbow Seal Seal
Riser assembly Tube, air reference Sleeve assembly
Riser, elbow Seal Seal
Washer, plain Gasket Washer, rubber
Washer, lock Adapter, throttle Washer, steel
Nut, plain Bolt Elbow
Clamp, hose Washer, plain Hose
Clamp, hose Washer, lock
Hose Nut
Air throttle and fuel Fiing, straight
metering assembly Fitting, straight
72-10-088 INDUCTION SYSTEM.
TSlO 360 C,CB,D,DB (See Figure 72-10-08B).
Remove air reference lines (25, 26)) and sleeves (31) together. Disassemble air reference
lines (25, 26) and sleeve assemblies (31) discarding used seals (32) and washers (33, 34).
B. Remove attaching hardware (35, 36, 37), bracket (23) and air reference tubes (27,29).
C. Remove attaching hardware (19 thru 22) and separate adapter (18) from throttle and
metering assembly (14). Remove and discard gasket (17).
D. Loosen hose clamps (10,11). Remove hoses (12, 13) and clamps (10,11).
E. Remove attaching hardware (7, 8, 9) and lift off induction riser assemblies (1 thru 6).
Remove and discard gaskets (1).
F. Remove hose (39), elbow or fittings (38) as applicable, attaching hardware (15, 16, 20),
and air throttle and metering assembly (14).
FIGURE 72-10-08B. INDUCTION SYSTEM, TSIO-360-C,CB,B,DB.
Gasket Bolt Tube, air reference

Riser assembly Nut to fuef pump
Riser assembly Gasket Seal
Riser elbow Adapter, Throttle Sleeve
Riser assembly Bolt Seal
Riser elbow Washer, plain Washer, rubber
Washer, plain Washer, lock Washer, plain
Washer, lock Nut Bolt
Nut Bracket Washer
Clamp Grommet Nut
Clamp Tube, air reference Elbow 90"
Hose Tube, air reference Hose
Hose Tube, air reference
Air throttle and fuel Seal
metering assembly
72-10-08C INDUCTION SYSTEM.
TSIO-360-E,EB,F,FB,LTSlO-360-E,EB
(See Figure 72-10-08C).
Remove air reference lines (20)and sleeves (21)together. Disassemble air reference lines (20)
and sleeve assembles (21)discarding used seals (22)and washers (23,24).
B. Remove air reference tubes (16,18)and fittings (39)from air throttle adapter (36).
C. Loosen clamps (25), remove hoses (26), clamps (25) and induction tubes (27, 28).
Remove attaching bolts (31),and overboost valve (30).Remove and discard O-ring (29).
D. Remove attaching hardware (8, 9, 37, 38). Separate adapter (36) from throttle and
metering assembly (13). Remove and discard gasket (40).
E. Loosen clamps (10,1 I), remove hoses (12),clamps (10,11) attaching hardware (7,8,9)
and lift off induction riser assemblies (1 thru 6). Remove and discard gaskets (1).
F. Remove hose (35),elbow or fittings (34,39) as applicable, attaching hardware (14,15) ,

and air throttle and metering assembly (13).
FIGURE 72-10-08C. INDUCTION SYSTEM, TSIQ-360-E,EB,F,FB,LTSIO-360-E,EB.
Gasket Nut Overboost Valve

Riser assembly Tube, air reference Bolt
Riser assembly Seal Washer, plain
Riser, efbow Tube, air reference Nut
Riser assembly Seal Elbow 90"
Riser, elbow Tube, air reference Hose
Washer, plain Sleeve Adapter
Washer lock Seal Washer
Nut Washer, rubber Screw
Clamp Washer, plain Fittings
Clamp Clamp Gasket
Hose Hose
Air throttle and Tube, induction
metering assembly Tube, induction
Screw O-ring
72-10-08D INDUCTION SYSTEM.
TSIO-360-GB,LB (See Figure 72-10-08D).
Remove air reference lines (20)and sleeves (21)together. Disassemble air reference lines (20)
and sleeve assemblies (21)discarding used seals (22)and gaskets (23,24).
B. Remove air reference tubes (16,18)and fittings (39)from air throttle adapter (36).
C. Loosen clamps (25) and remove hoses (26),clamps (25) and induction tubes (27,28).
Remove attaching bolts (31)and overboost valve (30).Remove and discard o-ring (29).
D. Remove attaching hardware (8,9, 37, 38) and separate adapter (36) from throttle and
metering assembly (13).Remove and discard gasket (40).
E. Loosen clamps (10,1 I), remove hoses (12),clamps (10,1 I),attaching hardware (7,8, 9)
F. Remove hose (35),elbow or fittings (34) as applicable, attaching hardware (14,15), and
air throttle and metering assembly (1 3).
FIGURE 92-10-085. INDUCTION SYSTEM, "TSIQ-360.GB,LB.
Gasket Screw Tube, induction

Riser, assembly Nut O-ring
Riser, assembly Tube, air reference Overboost valve
Riser, elbow Seal Bolt
Riser, assembly Tube, air reference Washer, plain
Riser, elbow Seal Nut
Washer, plain Tube, air reference Elbow 90"
Washer, lock Sleeve Hose
Nut Seal Adapter
Clamp Washer, rubber Washer
Clamp Washer, plain Screw
Hose Clamp Fiings
Air throttle and Hose Gasket
72-10-08E INDUCTION SYSTEM.
TSiO/LTSIO-360-KB (See Figure 72-10-08E).
Remove air reference lines (20) and sleeves (21) together. Disassemble air reference lines (20)
and sleeve assemblies (21) discarding used seals (22) and gaskets (23, 24):
B. Remove air reference tubes (16, 18) and fittings (39) from air throttle adapter (36).
C. Loosen clamps (25), remove hoses (26), clamps (25) and induction tubes (27, 28).
Remove attaching bolts (31) and overboost valve (30). Remove and discard o-ring (29).
D. Remove attaching hardware (37, 38). Separate adapter (36) from throttle and metering
assembly (13). Remove and discard gasket (40).
E. Loosen clamps (10, 11). Remove hoses (12), clamps (10, 1I ) , attaching hardware (7, 8, 9),
F. Remove hose (35), elbow or fittings (34) as applicable, attaching hardware (14, 15) and
air throttle and metering assembly (13).
FIGURE 72-10-08E.INDUCTION SYSTEM L/TSIO-360-KB
Gasket Bolt Tube, induction

Riser assembly Nut O-ring
Riser assembly f ube, air reference Overboost valve
Riser, elbow Seal Bolt
Riser assembly Tube, air reference Washer, plain
Riser, elbow Seal Nut, self-locking
Washer, plain Tube, air reference Elbow 90"
Washer, lock Sleeve Hose
Nut, plain Seal Adapter
Clamp Washer, rubber Washer
Clamp Washer, steel Screw
Hose Clamp Fitting
Air throttle and Hose Gasket
72-10-08F INDUCTION SYSTEM.
TSIO-360-MB & SB (See Figure 72-10-08F).
A. Fuel nozzles and air throttle should have been removed during fuel injection system
disassembly. Remove air reference lines (21 ) and sleeves (25)together.
Disassemble air reference lines (21)and sleeve assemblies discarding used seals
(26) and washers (27,28).
B. Remove air reference tubes (29,31).
C. Loosen clamps (35),remove hoses (18,34),clamps (35),induction tubes (19,33),
and
aftercooler (20).
D. Loosen clamps (12)and remove hoses (13),clamps (12),attaching hardware (9,10,
1 I),induction tubes (2thru 7)and manifold assembly (14).

FIGURE 72-10-08F. INDUCTIION SYSTEM TSlO-360-MB & SB.
1. Gasket, intake manifold 15. Elbow 90" 29. Tube, air reference
2. Tube, induction cyl. # I 16. Elbow 90" 30. Seal
3. Tube, induction cyl. #2 17. Bumper, rubber 31. Tube, air reference
4. Tube, induction cyl. #3 18. Hose 32. Seal
5. Tube, induction cyl. #4 19. Tube, elbow 33. Tube, inlet
6. Tube, induction cyl. #5 20. Aftercooler 34. Hose
7. Tube, induction cyl. #6 21. Tube, air reference 35. Clamp
8. Flange, induction tube 22. Gasket
9. Washer, plain 23. Washer, lock
10. Washer, lock 24. Screw
11. Nut, plain 25. Sleeve
12. Clamp 26. Seal
13. Hose 27. Washer, rubber
14. Intake manifold 28. Washer, plain

72-10-09 OIL SUMP (See Figure 72-10-09).
A. Plug (1) and gasket (2) should have been removed at the beginning of engine disassembly
to drain the engine's oil supply. If not, remove plug (1) and gasket (2).
B. Remove attaching hardware (3, 4,5) and oil sump (8). Remove and discard gasket (7).
C. Remove oil suction tube (6) from oil sump (8).
FIGURE 72-10-09. OIL SUMP
1. - Plug 5. Washer, plain

2. Gasket 6. Tube, suction
3. Nut 7. Gasket
4. Washer, lock 8. Sump, oil
72-10-10 OIL COOLER (See Figure 72-10-10).
A. Remove attaching hardware (4,5, 6), oil cooler (7). Remove and discard gasket (8).
6. Remove shoe (3), bolt (2), and nut (1) from rocker cover.
C. Remove attaching hardware (9, 10) and engine mount adapter (11) from crankcase studs.
Remove and discard o-rings (12, 13).
D. Remove plug (16), gasket (17), oil temperature control valve (15) and gasket (14) from
engine mount, adapter (1 1).
FIGURE 72-10-10. OIL COOLER
Nut Washer
Bolt Adapter, oil cooler
Shoe to engine
Bolt O-ring
Washer, lock O-ring
Washer, plain Gasket
Oil c~oler Oil temperature
Gasket control valve
Nut Plug
Gasket
72-10-1 1 ALTERNATOR ASSEMBLY (See Figure 72-10.1 1).
A. Remove attaching hardware (15, 16) and pull alternator (2) from accessory case studs.
B. Remove gasket (1) from accessory case and discard.
C. Remove cotter pin (14), nut (13), gear (lo), sleeve (7), bushings (9),retainer (8), hub (6),
oil seal (5), o-ring (4) and woodruff key (3) from alternator (2).
FIGURE 72-10-1 1. ALTERNATOR ASSEMBLY
1. Gasket 9. Bushing
2. Alternator 10. Gear
3. Woodruffkey 11. Coupler
4. O-ring 12. Sleeve
5. Oil seal 13. Nut,castellated
6. Hub 14. Pin, cotter
7. Sleeve 15. Washer, plain
8. Retainer 16. Nut, elastic stop
INTENTIONALLY
LEFT
BLANK
72-10-12A STARTER AND STARTER ADAPTER.
TSIO-360-A,AB,D,DB. OPTIONAL ON TSIO-360 LB (See Figure 72-10-12A).
Refer to Service Bulletin M-74-17, or current revision as applicable.
A. Remove attaching hardware (57,58) and pull starter (56)from adapter (2)studs. Remove
and discard o-ring (55).
B. Remove retaining ring (13)using snap ring pliers. With proper size drift and soft mallet,
tap needle bearing (7) driving bearing (12) worm shaft (a),spring (9),wormgear (ll),and
needle bearing (7)out of starter adapter (2).
C. Remove attaching hardware (34,35, 36, 60 thru 63) and accessory drive adapter (22).
Remove screw (38),washer (37),bushing (31),gear (30),and gear (32). Remove and discard
o-ring (21). Remove attaching hardware, covers and gaskets (45 thru 54). Using snap ring
pliers, disengage retaining ring (44)and slide it back on shaft (43). Press shaft (43) thru left
accessory drive pad opening. As shaft is pressed out, retaining ring (44)and gear (41)will
fall free inside accessory drive adapter for removal. Key (42) should be removed with shaft
(43)-
D. Remove oil seals (26,27). Bushings (24,23) can be removed using an arbor press.
Remove gear (40)and bushing (25).
E. Remove attaching hardware (59, 64) and separate starter adapter housing (2) from
accessory case. Remove and discard gasket (1).
F. Install starter adapter housing (2) in a shielded vise. Slide bearing (39) off shaftgear
(19). Remove worm wheel gear (15), bearing (14), spring (16),and shaftgear (19)by turning
worm wheel gear (15)counterclockwise and pulling outward simultaneously to release spring
(16).
G. Install worm wheel gear (15) in shielded vise, bend back tab on tab washer (17)and
remove screw (18) and tab washer (17). Turn flat spot on spring which was being held by
screw (18) 180' on worm wheel gear until it lines up with opposite hole. Using a small
screwdriver through hole, pry spring outward until it is disengaged from worm wheel gear
(15).Separate worm wheel gear (1 5),roller bearing (1 4), spring (1 6)and shaftgear (1 9).
FIGURE 72-10-12A. STARTER AND STARTER ADAPTER TSIQ-360-A,AB,D,DB. OPTIONAL ON LB.
Gasket Bushing Gasket

Housing, starter adapter Bushing Cover
Stud Bushing Washer, plain
Stud Seal, oil Washer, lock
Stud Seal, oil Nut
Dowel Stud Gasket
Bearing, needle Plug Cover
Shaft, worm Gear Washer, plain
Spring, shaft Bushing Washer, lock
Key, woodruff Gear Screw
Gear, worm Cover O-ring
Bearing, ball Washer, plain Starter
Ring, retaining Washer, lock Washer, plain
Bearing, roller Nut, plain Nut
Gear, worm wheel Washer, plain Bolt
Spring, clutch Screw Bolt
Washer, tab Bearing needle Bolt
Screw Gear, bevel Washer, plain
Shaftgear Gear, bevel Washer, lock
Key, woodruff Key, machine Washer, plain
O-ring Shaftgear Washer, lock
Adapter, accy. drive Ring, retaining Nut
72-10-128 STARTER AND STARTER ADAPTER,
TSIO-36GB,BB,C,CB,H,HB & JB (See Figure 72-10-128).
A. Remove attaching hardware (43, 44, 49) and pull starter (42) from adapter (2) studs.
Remove and discard o-ring (41).
B. Remove retaining ring (13) using snap ring pliers. With proper size drift and soft mallet,
tap needle bearing (7) driving bearing (12), worm shaft (8), spring (9), worm gear ( l l ) , and
needle bearing (7) out of starter adapter (2).
C. Remove attaching hardware (38, 39, 40), cover (37), and oil seal (23) from scavenge pump
housing (21). Remove attaching hardware (29, 30, 31), (46, 47, 48, 49) and scavenge pump
housing (21) from starter adapter (2). Remove and discard o-ring (20). To disassemble
scavenge pump, remove screw (331, washer (32), cover (28), gears (25, 27), bushings (22, 26)
and woodruff key (35) from scavenge pump housing (21). Remove and discard o-ring (20).
D. Remove attaching hardware (45, 50) and separate starter adapter (2) from accessory case.
Remove and discard gasket (1).
E. Install starter adapter housing (2) in a shielded vise. Slide bushing (34) off shaftgear
(19). Remove worm wheel gear (15), bearing (14), spring (16), and shaftgear (19) by turning
worm wheel gear (15) counterclockwise and pulling outward simultaneously to release spring
(16).
F. Install worm wheel gear (15) in shielded vise, bend back tab on tab washer (17), and
remove screw (18) and tab washer (17). Turn flat spot on spring, which was being held by
screw (18), 180" on worm wheel gear until it lines up with opposite hole. Using a small
screwdriver through hole, pry spring outward until it is disengaged from worm wheel gear
(15). Separate worm wheel gear (15), roller bearing (14), spring (16), and shaftgear (19).
FIGURE 72-10-128. STARTER AND STARTER ADAPTER TSi0-360-B,BB,C,CB,H,HB & JB.
Gasket Screw 35. Key, woodruff

Housing, starter adapter Shaftgear 36. Gasket
Stud O-ring 37. Cover
Stud Housing, scav. pump 38. Washer, plain
Stud Bushing 39. Washer, lock
Dowel Seal 40. Nut
Bearing, needle Stud 41. O-ring
Shaft, worm Gear 42. Starter
Spring shaft Bushing 43. Washer, plain
Key, woodruff Gear 44. Nut
Gear, worm Cover 45. Bolt
Bearing, ball Washer, plain 46. Bolt
Ring, retaining Washer, lock 47. Bolt
Bearing, rdler Nut 48. Washer, plain
Gear, worm wheel Washer 49. Washer, lock
Spring, clutch Screw 50. Washer, plain
Washer, tab Bushing 51. Nut
72-10-12C STARTER AND STARTER ADAPTER,
TSIO-360-E, EB, F, FB, GB, KB, MB & SB and UTSIO-360-E, EB, KB (See Figure 72-
10-12C).
A. Remove attaching hardware (47,48) and pull starter (46) from adapter (2) studs.
Remove and discard o-ring (45).
B. Remove retaining ring (15) using snap ring pliers. With proper size drift and soft
mallet, tap needle bearing (7), driving bearing ( I I), worm shaft (8),spring (9), worm
gear (12) and needle bearing (7) out of starter adapter (2).
C. Remove attaching hardware (42,43,44), cover (41) and oil seal (25) from scavenge
pump housing (23). Remove attaching hardware (34, 35, 36), (50 thru 53), bracket
(55) on TSIO-360 MB, and scavenge pump housing (23) from starter adapter (2).
Remove and discard o-ring (22). To disassemble scavenge pump, remove screw
(38), washer (37), cover t32), gears (29,31), bushings (24, 30), and woodruff key (39)
from scavenge pump housing (23). Remove fittings (27, 28). Remove and discard o-
ring (22).
D. Remove attaching hardware (49,52) and separate starter adapter (2) from accessory
case. Remove and discard gasket (1).
E. Install starter adapter housing (2) in a shielded vise, slide bushing (33) off shaftgear
(21), remove worm wheel gear (171, bearing (16), spring (18), and shaftgear (21) by
turning worm wheel gear (17) counter clockwise and pulling outward simultaneously to
release spring (18). On L/TSIO models, worm wheel gear (17) must be turned
clockwise while pulling outward to release spring (18).
F. Install worm wheel gear (17) in shielded vise, bend back tab on tab washer (19), and
remove screw (20), tab washer (19). Turn flat spot on spring, which was being held by
screw (20), 180" on worm wheel gear until it lines up with opposite hole. Using a small
screwdriver through hole, pry spring outward until it is disengaged from worm wheel
gear (17). Separate worm wheel gear (17), roller bearing (16), spring (18), and
shaftgear (21).

FIGURE 72-16-126. STARTER and STARTER ADAPTER
TS10-360-E, EB, F, FB, GB, KB, MB, SB & LJTSIO-E, EB, KB
I. Gasket 20. Screw 39. Key, woodruff
2. I-iousing, starter adapter , 21. Shaftgear 40. Gasket
3. Stud 22. O-ring 41. Cover
4. Stud 23. Housing, scav. pump 42. Washer, plain
5. Stud 24. Bushing 43. Washer, lock
6. Dowel 25. Oil seal 44. Nut
7. Bearing needle 26. Stud 45. O-ring
8. Shaft, worm 27. Elbow 90" 46. Starter
9. Spring, shaft 28. Elbow 45" 47. Washer, plain
10. Key, woodruff 29. Gear 48. Nut
11. Bearing, ball 30. Bushing 49. Bolt
12. Gear, worm 31. Gear 50. Bolt
13. Bushing 32. Cover 51. Bolt
14. Pin 33. Bushing 52. Washer, plain
15. Ring, retaining 34. Washer, plain 53. Washer, lock
16. Bearing, roller 35. Washer, lock 54. Nut
17. Gear, worm wheel 36. Nut 55. Eye, lifting
18. Spring, clutch 37. Washer, plain
19. Washer, tab
* TSIO-360-MB 8r SB only.
38. Screw

n
72-10-13 OIL PUMP ASSEMBLY (See Figure 72-10-13)
A. Remove nut (lo),slide oil pump drive gear (7) out of gear (4) and oil pump cover (6).
B. Bend back ears on tab washers (8), loosen bolts (9), and remove. Remove oil pump cover
(6).
C. Lift drive gear (4) and driven gear (5) out of accessory case oil pump cavity.
D. Mount accessory case in proper fixture. Using arbor press, remove bushing (2). If worn
beyond serviceable limits, bushing (3) may be removed from gear (5).
FIGURE 72-10-13. OIL PUMP ASSEMBLY.
1. Accessory Case 6. Cover, Oil Pump

2. Bushing 7. Gear, Oil Pump Drive
3. Bushing 8. Washer, Tab
4. Gear, Oil Pump Drive 9. Bolt
5. Gear, Qil Pump Driven 10. Nut
FIGURE 72-10-148, CYLINDER AND PISTON ASSEMBLY
Screw Spring 39. Exhaust valve

Lockwasher Housing 40. Retaining ring
Washer Tube assembly 41. L i e r body
Rocker cover Seal 42. Nut
Rocker cover Flanged nut 43. Exhaust gasket
Insert Flanged nut 44. Nipple
Gasket Piston pin 45. lnsert
Nut Top piston ring 46. Valve guide, exhaust
Tab washer Second piston ring 47. Valve guide, intake
Retainer Oil control ring 48. Cylinder
Shaft Scraper ring 49. Baffle
Thrust washer Piston 50. Spring
Bushing Cylinder base packing 51. Insert, intake
Plug Keys 52. Insert, exhaust
Rocker Roto coil 53. Stud, intake manifold
Pushrod Inner spring 54. Stud, exhaust manifold
"0"ring Outer spring 55. Stud,rocker box cover
Washer Retainer 56. Seal, valve guide,
Packing Intake valve intake
72-10-14B CYLINDER AND PISTON ASSEMBLY
A. With engine in the inverted position, remove attaching parts (1,2, 3), covers (4,5) and
gaskets (7). Position crankshaft so valve lifters of cylinder to be removed are on heels of
cam lobes and both valves are fully closed. Bend down ears of tab washers (9)clear of nuts
(8). Remove nuts and washers (8,9), rocker retainer (lo),shafts (11), thrustwasher (12),
bushing (13),and rocker assemblies (14,15). Withdraw pushrods (16). Repeat these steps on
the remaining cylinders.
B. Push the pushrod housings (21)in towards the crankcase until the cylinder flange end is
clear. L i the cylinder end of the housing and withdraw from the crankcase. Disconnect and
remove drain tube assembly (22). Remove and discard seals (23). Disconnect spring (50)and
remove with baffle (49).
C. Rotate engine to upright position. Insure that piston in cylinder to be removed is in top
dead center position. Remove flange nuts (24,25). Cradle cyiinder (48) in either arm and
withdraw it straight outward, catching piston with free hand as it clears cylinder to prevent
damage to crankcase.
D. Remove piston pin (26),piston (31),and rings (27 thru 30) immediately after removing
cylinder (48). Remove hydraulic lifters (41)from crankcase. TCM recommends 100% replace-
ment of hydraulic lifters at engine overhaul regardless of condition.
E. Remove and discard cylinder base packing (32). Use of a cylindrical wood block and a
lever type valve spring compressor is recommended to facilitate removal of valve springs (35,
36)and to prevent valves (38,39)from dropping.
F. Compress valve springs (35,36) and remove keys (33). Use caution to prevent cocking of
keys (33)or roto coils (34)and scoring valve stems. Remove rot0 coils ( 3 4 , springs (35,36)
and inner retainers (37). Hold the valve stems while lifting the cylinder from its support.
Lay the cylinder on its side and stone any nicks on the valve stems before removing valves
(38,39).
G. Remove piston rings (27 thru 30) from piston (31) using caution to prevent scoring of
piston lands with ring ends.
NOTE. . . As pistons and cylinders are being removed, the piston to cylinder position should
be checked and recorded to insure that piston is placed back in cylinder in same position at
engine assembly. Pistons have a raised part number on one side of the piston pin boss. This
number can be recorded as either fwd or aft as applicable. Example; cylinder no. 4, piston
PIN aft.
72-10-15 CRANKCASE (See Figure 72-10-15).
A. If not already accomplished, remove oil gauge rod and o-ring (1, 2). Remove attaching
hardware (3, 4, 5), clamp (6), oil gauge housing (9), and bracket (7). Remove attaching
hardware (10, 11, 12), and oil cooler (13). Remove and discard gasket (14). Loosen and
remove plug (16) and oil temperature control valve (17). Discard gasket (15).
B. Rotate engine stand to place 2-4-6 (left) side of crankcase downward. Place a suitable
support of proper length (wood or pipe using a soft shield to prevent damage to crankcase)
under 2-4-6 (left) side of crankcase to help support during assembly.
C. On current model engines, remove attaching hardware (61, 62, 63), 1-3-5 side engine
mounts (64, 65),attaching hardware (95 thru 98) and turbocharger mounting bracket (93) as
applicable. Remove and discard o-rings (75). On older model TS10, LTSIO-360-E,F engines,
remove attaching hardware (61, 62, 63),1-3-5 side engine mount spacers (92) and turbocharger
mounting bracket (94) as applicable. Remove and discard o-rings (75). O-rings (75) are used
on both sides of spacers (92,93) and bracket (94) as applicabie.
D. Remove attaching hardware (18 thru 23), bracket (24) or brackets (89, go), attaching
hardware (25 thru 29) and lifting eye (30). Remove attaching hardware (31 thru 42).
E. Remove attaching parts (43, 44) from both ends of thru bolts (45) and from the right
crankcase side of thru bolts (46). Remove attaching hardware (47, 48, 49) from both ends of
thru bolts (50, 51). Remove attaching parts (53, 54, 55) from both ends of thru bolt (56).
Remove attaching hardware (57, 58) from both ends of thru bolts (59, 60). Very carefully,
using a brass or fibre drift, drive all thru bolts except thru bolt (59) downward and out of 2-
4-6 side of crankcase. Thru bolt (59) must be extracted from the 1-3-5 side of crankcase to
prevent damage to adapter (67). Catch each thru bolt as it leaves the case to prevent damage
to threads. Discard o-rings.
F. Stand numbers (1, 3, and 5) connecting rods upright and lift off the right 1-3-5 crank-
case half. L i out camshaft assembly, fuel pump drive shaft and governor drive gear.
Remove crankshaft assembly with connecting rods, thrust washers and main bearings. Remove
left crankcase from stand.
G. Remove attaching hardware (47, 48, 49) and remove engine mounts (66, 67). Remove and
discard o-rings (75, 74). On older model TSIO, LTSIO-360-E,F engines, remove spacers (91,
92) and discard o-rings (74, 75) used on both sides of spacers.
FIGURE 72-18-15. CRANKCASE
Oil gauge rod Washer Bolt Right rear 82. Right

"0"-ring Washer Nut mount bracket crankcase
Screw Bolt Washer Rightfront 83. Left crankcase
Locknut Air throttle Thru bolt mount bracket 84. Spacer
Washer bracket Thru bolt Left front 85. Squirt nozzle
Clamp Nut Nut mount bracket 86. Shoe
Bracket Lockwasher Lockwasher Left rear 87. Bolt
Circlip Spacer Washer mount bracket 88. Nut
Oil gauge housing Washer Thru bolt Bolt 89. Bracket,
Screw Bolt Thru bolt Lockwasher air throttle
Lockwasher Lifting eye Thru bolt Washer 90. Bracket,
Washer Nut Nut Spacer adapter
Oil cooler Lockwasher Lockwasher Cover 91. Spacer
Gasket Washer Washer Gasket 92. Spacer
Gasket Bolt Thru bolt "On-ring 93. Bracket, turbo
Plug, machine Nut Flanged nut "OM-ring 94. Clamp
thread Lockwasher Washer Bushing 95. Bolt
Temperature Washer Thru bolt Helical coil 96. Washer
control valve Bolt Thru bolt Dowel 97. Nut
Nut Nut Nut Drive screw 98. "0"-rings
Lockwasher Lockwasher Lockwasher Nameplate
Washer Washer Washer Breather
72-10-16 CAMSHAFT ASSEMBLY (See Figure 72-10-16).
A. Remove governor drive gear (3) and woodruff key (4).
€3. Remove governor driven gear (1) and fuel pump drive shaft (2) from crankcase.
C. Remove bolts (5) and camshaft gear (6).
-
FIGURE 72-10-16. CAMSHAFT ASSEMBLY
1. Governor driven gear 5. Bolt

2. Fuel pump drive shaft 6. Camshaft gear
3. Governor drive gear 7. Camshaft
4. Woodruff key
72-10-17 CRANKSHAFT GROUP (See Figure 72-10-17).
A. Use wooden support blocks under front and rear main journals during disassembly of
crankshaft.
€3. Remove cotter pin (?), castellated nuts (8), bolts (9),and separate connecting rod caps
(10) and rods (13). Remove connecting rod bearings (11). Loosely reassemble rods, caps,
bolts, and nuts with their position numbers matched.
C. Remove retaining rings (14), retaining plates (15), and pins (16). Remove counterweight
assemblies (18).
WARNING. . . Do not mark crankshaft using any metal object such as a drift punch, scribe,
etc.
D. Cut lockwire, remove six bolts (20), and pull gear (21) from crankshaft (24).
E. Work oil seal spring (5) from its groove. Remove oil seal (6) and spring (5) from
crankshaft.
FIGURE 72-10-17. CRANKSHAFT GROUP
Intermediate and rear bearing Connecting rod

Front main bearing Retaining ring
Thrust washer Retaining plate
Packing crankshaft bearing Counterweight pin
Oil seal spring Counterweight bushing
Oil seal Counterweight
Cotter pin Bushing
Nut, castellated Bolt
Rod bolt Crankshaft gear
Rod cap Dowel
Rod bearing Plug
Rod bushing Crankshaft
72-10-18A EXHAUST SYSTEM REMOVAL AND DISASSEMBLY,
L/TSIO-360-E,EB & KB (See Figure 72-1 0-18A).
A. Remove turbo to scavenge pump hose assembly (37), check valve (36),bracket (35),
attaching hardware (32, 33), clamp (34) and tube assembly (30). Remove elbow (29) and
reducer (28).
B. Remove attaching hardware (43), clamp (42) and crankcase to turbo hose assembly (44).
Remove check valve (41), elbow (40)and tee (39).
C. Remove attaching hardware (21 thru 26), support bracket (20)' wastegate (13), clamps (19)
and turbocharger (18).
D. Place engine in inverted position. Remove attaching hardware (2),exhaust risers (3 thru
8) elbows (9, 10) and manifold (11). Remove and discard gaskets (1).
FIGURE 72-10-18A. EXHAUST ASSEMBLY TSlO/LTSl8-360.E,EB & KB
Gasket Nut Nut

Nut Bolt Washer
Riser, tee Turbocharger Bolt
Riser, tee Clamp Clamp
Riser, tee Support Bracket
Riser, tee Clamp Check valve
Riser, elbow Bolt Hose
Riser, elbow Washer Nipple
Elbow Nut Tee
Elbow Bolt Elbow
Manifold Washer Check valve
Tail pipe Nut Clamp
Wastegate Reducer Screw
Bushing Elbow Hose
Tie rod Tube
72-10-18B EXHAUST SYSTEM REMOVAL AND DISASSEMBLY,
TSlO-360-F,FB (See Figure 72-10-188).
A. Remove turbo to scavenge pump hose assembly (27),attaching hardware (22,23, 24),
clamp (25),check valve (26),tube (21),elbow (20)and reducer (1 9).
B. Remove attaching hardware (33),clamp (32),hose (34),nipple (29),plug (30),tee (31),

and fitting (28).
C. Remove wastegate (1 I), clamps (1 8),tailpipe assembly (1 O), turbocharger (17), attaching
hardware (12,13, 15,16), manifold (9)and elbow (8).
D. Remove attaching hardware (14)and riser assemblies (2thru 7)from engine.

FIGURE 72-10-188. EXHAUST ASSEMBLY TS10-360-F, FB.
Gasket Clamp, turbo

Riser, tee Reducer
Riser, tee Elbow
Riser, tee Tube
Riser, tee Nut
Riser, elbow Washer, plain
Riser, elbow Bolt
Elbow Clamp
Manifold Check valve
Tail pipe Hose
Wastegate Fiing
Bushing Nipple
Tie rod Plug
Nut Tee
Nut Clamp
Bolt Screw
Turbocharger Hose
72-10-18C EXHAUST SYSTEM REMOVAL AND DISASSEMBLY,
TSIO-360-GB & LB (See Figure 72-10-18C).
A. Remove clamp (I),tailpipe (2)and wastegate (3). Remove hose (6),elbow (7),fitting (8),
attaching hardware (32,33,34),clamp (35)check valve (5)and hose (4).
B. Remove hose (ll), elbows (12,15),tee (13),fitting (14),attaching hardware (36,37, 38),
clamp (39),check valve (10)and hose assembly (9).
C. Remove turbocharger to bracket clamp (16),turbocharger (17),attaching hardware (18),

riser assemblies (19,21, 24, 25, 26), attaching hardware (29,30), bracket (31),riser (22) and
elbow (23).
FIGURE 92-10-18C. EXHAUST SYSTEM TSlO-360-GB & LB
Cross tube Check valve

Riser Tee
Riser, elbow Elbow, 45"
Riser, tee Hose
Riser, tee Check valve
Riser assembly Clamp
Riser assembly Nut
Tail pipe Hose
Wastegate Washer
Gasket Bolt
Nut Hose
Turbocharger Washer
Clamp Bolt
Suppoft Clamp
Elbow, 90" Nut
Hose
FIGURE 72-10-18D. EXHAUST SYSTEM TSIO-360-MB & SB
1. Turbo inlet manifold
18. Turbocharger 37. Bolt 55. Washer, lock
2. Riser 19. Bracket 38. Nut 56. Screw
3. Riser, elbow 20. Hose 39. Bracket 57. Washer, lock
4. Riser, tee 21. Hose 40. Clamp 58. Screw
5. Riser, tee 22. Hose slq. Bolt 59. Gasket
6. Riser, elbow 23. Elbow, 45" 42. Washer, plain 60. Bolt
7. Elbow 24. Fitting, 90" 43. Nut, lock 61. Bolt
8. Riser, tee 25. Adapter 44. Tee 62. Washer
9. Tailpipe 26. Gasket 45. Reducer 63. Nut
10. Clamp 27. Adapter 46. Nut 64. Bolt
11. Wastegate 28. Gasket 47. Adapter 65. Nut
12. Fitting 29. Check valve 48. Fitting 66. Nut
13. Elbow 30. Hose 49. Hose 67. Gasket
14. Gasket 31. Elbow 50. Check valve
15. Bolt 32. Hose 51. Bolt
16. Washer 33. Bracket 52. Washer, plain
17. Nut 34. Clamp 53. Washer, lock
35. Clamp 54. Nut
36. Washer
72-10-18D EXHAUST SYSf EM REMOVAL AND DISASSEMBLY,
TSIQ-360-MB & SB (See Figure 72-10-18D).
A. Remove hose (32), elbow (31) attaching hardware (36, 37, 38). clamp (34), check
valve (29). attaching hardware (40 through 43), hose (30), hose (20), fittings (23, 24),
clamp (35), check valve (50), hose (49), tee (44), and fitting (45). Remove hose (21)
and fitting (13).
B. Remove attaching hardware (15 through 17) and wastegate (11). Remove and
discard gaskets (1 4). Loosen and remove clamp (10) and tailpipe (9).
C. Remove attaching hardware (60, 61, 62, 63) and turbocharger (18). Remove and
discard gasket (59). Remove nuts (66), risers (3, 4, 5. 6) attaching hardware (64, 65),
elbow (7) and riser (8).

INTENTIONALLY
LEFT
BLANK
SECTION 72-20
CLWNING, REPAIR AND
REPLACEMENT
72-20-00 CLEANING, REPAIR AND REPLACEMENT

72-20-01 General
72-20-02 Cylinders
72-20-03 Pistons
72-20-04 Valves
72-20-05 Rocker Shafts
72-20-06 Pushrods, Valve Rockers and Small Steel Parts
72-20-07 Camshaft and Crankshaft
72-20-08 Crankcase
72-20-09 Gears
72-20-10 Sheet Metal Parts and Intake Manifold
72-20-1 1 Castings
72-20-12 Stud Replacement
72-20-13 Helical Coil Insert Installation
72-20-14 Spark Plug Hole Helical Coil inserts
72-20-15 Fin Repairs
72-20-16 Vaive Guides
72-20-17 Valve Rockers
72-20-18 Hydraulic Valve Lifters
72-20-19 Connecting Rods
72-20-20 Piston Pin Bushing Replacement
72-20-21 Crankshaft Assembly
72-20-22 Magneto Gear Support Shaft
72-20-23 Magneto and Alternator Drive Coupling
92-20-24 Tachometer Drive Housing
72-20-25 Starter Drive Adapter
72-20-26 Oil Pump Assembly
72-20-27 Ignition Cables
INTENTIONALLY
LEFT
BLANK
72-20-00 CLEANING, REPAIR AND REPLACEMENT
I
NOTE . . . It is required that all parts listed in Section 1-00-04 100% replacement parts
be replaced during major engine overhaul regardless of condition. Refer to Service
Bulletin M87-11 Rev. 2, or subsequent revision as applicable.
72-20-01 GENERAL
Aluminum alloy parts can be degreased by spraying or brushing with any fortified mineral
spirit solvent. Heavy grease or dirt deposits can be cleaned effectively by allowing parts
to soak in this solvent for a short time. Carbon deposits and gum (oil varnish) may be
removed easily by immersing these parts in a hot bath of an inhibited, mild alkaline
cleaning com-pound. Immersion time should be only as long as necessary to remove the
deposits. Carbon solvent should be employed only when carbon deposits are too hard or
thick for removal by other solvents. Give special attention to cleaning studs, tapped
holes and drilled holes. Caution must be exercised in cleaning of all aluminum alloy
engine parts. Immediately after removing soaked parts from inhibited, mild alkaline bath
or hot soapy water, remove all traces of the alkaline by spraying the parts with a jet of
steam, or brush vigorously with a mineral spirit solvent. Cleaned parts may be dried by a
jet of dry compressed air to remove all solvent liquids.
GlUTION . . . All alkaline residues must be removed from crevices, recesses and holes to
prevent the formation of a foaming emulsion in the engine lubricating oil afer
reassembly. If accelagold su?$ace was removed by cleaning process, re-apply accelagold
according to procedure listed in paragraph 72-30-12.
No polishing compound, abrasive paste or powder is needed for cleaning engine parts.
Scraping and abrasion with wire brushes, sandpaper, abrasive cloth and buffing wheels
are dangerous methods to use on soft metals like aluminum. Scratches resulting from such
methods allow concentrated stress at the scratch and may cause fatigue failure.
Blasting techniques can be employed to remove hard carbon deposits if suitable equipment
is available. Suitable types of grit for dry blasting are plastic pellets and processed
natural materials, such as wheat grains and crushed fruit pits or shells. Air pressure
should be the lowest that will produce the desired cleaning action. Small holes and
finished surfaces, which do not require cleaning, should be protected from the blast by
seals and covers, particularly if the grit is sharp.
GlUTION . . . Sand, shot, metal grit and glass beads are too abrasive and too heavy for
use on sop metals like aluminum, and must not be used. Aper any blasting process, blow
off all dust with dry compressed air and make sure that no grit has lodged in crevices,
recesses and holes. Parts may also be cleaned with hot soapy water, then air dried with
dry compressed air.
72-20-02 CYLINDERS. Precautions applicable to both aluminum and steel must be exercised in cleaning
and storing these assemblies. Remove oil and loose material with a mild alkaline cleaner by
spraying or brushing. If stubborn deposits of carbon remain on cylinder heads, the areas
affected may be vapor blasted. All machined surfaces must be protected from abrasive action
during the blasting operation.
72-20-03 PISTONS. (100% Replacement at overhaul.) Do not use wire brushes or scrapers of any kind.
Soft or hard carbon deposits may yield to solvent action. If deposits remain, blast the piston
heads with soft grit or by the vapor blast method, (no glass) first having installed tight
ftting skirt protectors. Ring grooves must be cleaned by pulling lengths of binder twine or
very narrow strips of crocus cloth through them. Do not use automotive ring groove scrapers,
since the corner radii at the bottoms of the grooves and side clearances must not be altered.
DECEMBER 1992 72-20-03

It is unnecessary to remove discolor-ation and light scoring from piston skirts. Abrasive cloth
must not be used on the piston skirts because the diameters and cam-ground contour must not
be altered. Heavily scored or burned pistons should be discarded. And it is recommended that
pistons be replaced during major engine overhaul regardless of condition.
Honing of cylinder walls for any reason is justification for complete piston ring replacement.
72-20-04 VALVES. After degreasing valves, inspect them and discard any whose head is warped excess-
ively, or insufficient stock to permit refacing within specified limits, or whose stem is
burned, scored, eroded or nicked. Carbon deposits may be loosened by solvent action or they
may be scraped off while the valve is rotated in a polishing head or lathe collet. Apply
crocus cloth moistened in mineral spirit, and polish the stems with dry crocus cloth. Replace-
ment of exhaust valves is recommended at major overhaul regardless of condition.
I Intake valve refacing figure 72-20-28C.
72-20-05 ROCKER SHAFTS. 100% replacement at overhaul. Degrease these parts by brushing on
mineral spirit solvent. Prior to magnetic inspection, polish the steel bearing surfaces with
crocus cloth moistened with kerosene, then with dry crocus cloth.
72-20-06 PUSHRODS, VALVE ROCKERS AND SMALL STEEL PARTS. Degrease these parts with mineral
spirit solvent. Giving special attention to removal of sludge from all oil passages. Blow
compressed air thru pushrod.
72-20-07 CAMSHAFT AND CRANKSHAFT. All parts must be degreased by brushing or spraying with
mineral spirit solvent. Give particular attention to threads, oil holes and recesses. Before
magnetic inspection, the crankpins, main journals, oil seal race of the crankshaft and all
journals, cam lobes and gear mount flange of the camshaft must be smoothed with crocus
cloth, moistened in mineral spirits. This is to be accomplished while shaft is rotated in a
high speed lathe (about 100 RPM). All gum (varnish) deposits must be removed to permit
reliable magnetic indications.
72-20-08 CRANKCASE. The oil passages must be pressure-flushed with mineral spirit solvent and
inspected with the aid of a flashlight. If the castings are immersed in an alkaline bath,
I follow this by spraying with steam followed by flushing the oil passages with solvent. After
the castings dry, inspect them thoroughly for alkaline residues, and remove any traces of
scum.
72-20-09 GEARS. Gears without bushings are freed of hard deposits by immersion in a caustic stripping
bath, when cold solvents are not effective. Bushings are discolored by this treatment, there-
fore, bushed gears must be cleaned by other methods. Spray or brush with a mineral spirit
solvent using a brass wire brush.
WARNING .. .Do not pressure blast gears, blasting will remove hardened surface.
72-20-10 SHEET METAL PARTS AND INTAKE MANIFOLD. Clean these parts by spraying or brushing
with mineral spirit solvent, or use a cold emulsion type cleaner and flush with water to
rinse.
Immediately after cleaning bare steel parts, spray or dip them in clean engine oil or, for
longer storage, in a corrosion-preventive oil mixture. Wrap ball bearings in waxed paper.
Wrap or cover other clean parts to protect them from abrasive dust in the air.
72-20-04 DECEMBER 1992

72-20-11 CASTINGS. Remove the raised edges of nicks in machined surfaces with a hard Arkansas
stone. Unobstructed flat surfaces, such as valve-rocker cover flanges, may be returned to
true flatness by lapping with a true lap plate. Use fine grade lapping compound and move the
casting in a figure 8 stroke without rocking it. Gasket surfaces must be thoroughly cleaned
with a suitable hydrocarbon solvent such as naptha, Methyl Ethyl Ketone (MEK) or Trichloro-
ethylene (TCE) to remove dirt, oil and grease. Wipe surfaces dry before gasket is applied.
72-20-12 STUD REPLACEMENT. Remove damaged whole studs with a standard pattern stud remover or
small pipe wrench, turning slowly to avoid heating the casting. Remove broken studs with a
splined stud extractor. (Splined extractors and drills are usually sold in sets.) Examine the
coarse thread end of the damaged stud before discarding it to determine its size. Standard
studs have no marking. For oversize stud identification, refer to Fig. 72-20-12B. Clean the
casting tapped hole with solvent and blow dry with compressed air; then examine the thread.
If it is not torn, install the next larger oversize stud. If the old stud was of the maximum
oversize, or if the thread is damaged, the hole may be tapped and a helical coil insert
installed for a standard-size stud. Coat the new stud's coarse thread with High Strength
Adhesive P/N 646941 if the hole is blind or if the hole goes through a cavity subject to oil
leakage. It is advisable to drive the new stud with a tee handle stud driver. Turn it in
slowly, and compare the estimated torque values listed in the Table of Limits. Drive the stud
in until it projects a distance equal to the appropriate "Setting Height" (See Figure 72-20-
12A).
WARNING ... Helical coil inserts are not to be installed in cylinder mount pads.
NOTE . . . When a Helical coil is used at the sump drain location, all metal particles from the
drilling and tapping process must be removed from the oil sump pan.
FIGURE 72-20-12C. MISCELLANEOUS STUD SETTlNG HEIGHTS.

72-20-13 HELICAL COlL INSERT INSTALLATION. Helical coil inserts are installed at the factory in
various locations on the engine. Any of these inserts may be replaced if damaged. Tools are
available through Authorized Distributors of the Heli-Coil Corp., Danbury, Connecticut 60810.
The Manufacturer's Bulletin No. 650-R lists both manual and powerdriven installing tools,
tang break-off tools, special taps and plug gages. A tap drill bulletin is also available from
the manufacturer. Helical coil inserts are available in both National Coarse and National Fine
series in lengths equal to 1, 1-1/2 and 2 times nominal diameter and in pipe thread sizes.
They are made of either carbon steel, phosphor bronze or stainless steel, as specified by part
number. They are supplied with or without a notch above the driving tang. The notch is
provided to facilitate breaking off the tang in open holes.
Helical coil inserts of wire with a diamond-shaped cross section forming both a male and
female thread. The diameter of the insert, when compressed into a special tapped hole at the
widest part of the wire (between male and female threads), is equal to the nominal screw size.
The special finishing taps size the casting hole so that the pitch diameter of the female
thread of the installed insert conforms to class 3 fi with standard bolt threads or class 4
(tight) fit with standard size studs. The difference in fit is due to a difference in pitch
diameters of bolts and studs, so that only one set of helical coil special taps is required for
installation of these inserts in both bolt holes and stud holes. Tap drilling depths and tapping
depth for helical inserts to be installed in blind holes should conform to the recommendations
relative to inserts of length equal to 2 times nominal diameter, as tabulated in the manufac-
turer's Bulletin No. 650-R. Helical coil tap drills and special taps must be run in perpen-
dicular to the machined surface of the casting. Drilling must be done in a drill press after
the casting is firmly supported, clamped and alignment checked. The tap will tend to follow
the drilled hole. For drilling and tapping aluminum alloy castings, use a lubricant made by
mixing one part lard oil with two parts kerosene to prevent overheating of the metal and
tearing of the thread. (Reference Note page 72-20-05)
To remove a damaged helical coil insert, use the proper size of extracting tool for the
nominal thread size. Tap it into the insert so that the sharp edges get a good "bite", then
turn the tool to the left, and back out the helical coil until it is free. To install a new
insert in a properly tapped hole (after blowing out all liquid and chips), slide it over the
slotted end of the driving mandrel of the proper size of installing tool and engage the driving
tang (bend end) of the helical coil in the mandrel slot; then wind the insert slowty into the
tapped hole (See Figure 72-20-13). The outer end of the insert should lie within the first full
thread of the hole. Break off the driving tang of a notched helical coil by bending back and
forth across the hole with longnose pliers or with a special tang break-off tool.
72-20-14 SPARK PLUG HOLE HELICAL COlL INSERTS. Before attempting to back out a damaged
insert, use a sharp pointed tool to pry the teeth at outer end away from the cylinder head
metal (See Figure 72-20-14A). Using a pair of pliers, remove the old helical coil from cylinder
(See Figure 72-20-148). Place a new helical coil in the cut-out side of the installing tool
sleeve with its driving tang toward the threaded end. Engage the tang with the slotted end
of the driving mandrel and wind the insert into the sleeve so the helical coil can be seen
through the slot in the threaded end, and turn the mandrel crank until the insert starts into
the cylinder head hole. If the sleeve is not in contact with the head surface, grip sleeve and
mandrel and turn until the sleeve touches lightly (See Figure 72-20-14C). Wind the helical
coil into the cylinder head until its toothed end lies within the first full thread. The teeth
should be in position to enter the depressions made by the original insert. If driven too far,
the insert will emerge in the combustion chamber and will have to be wound on through.
When the helical coil is in correct position, use longnose pliers to bend the driving tang back
and forth across the hole until it breaks off at the notch. Coat a Heli-Coil Corporation No.
520-2 expanding tool threaded end with Alcoa thread lube or a mixture of white lead and oil,
and screw it into the new insert until its final thread forces the teeth firmly into the
cylinder head metal (See Figure 72-20-14D).
FIGURE 72-20-14A. PRYING SPARK PLUG FIGURE 72-20-141). EXPANDING SPARK PLUG
HOLE HELICAL COlL INSERT
HOLE HELICAL COlL INSERT
THESE SURFACES MUST

BE SQUARE WITHIN
.002 INCH FULL
INDICATOR READING
FIGURE 74-20-146. INSTALLING SPARK PLUG FIGURE 72-20-17. VALVE ROCKER

HOLE HELICAL COlL INSERT BUSHING DIMENSIONS
6.375 REF-
SERVICE LIMITS FOR

"X"DfA. IS ACTUAL
MEASURED"D"DfA.
PLUS .001 in.
07 New Parts and Service Limits.
FIGURE 72-20-15.CYLINDER ASSEMBLY DIMENSIONS
72-20-1
0 DECEMBER 1992
72-20-15 FIN REPAIRS. Straighten slightly-bent barrel fins with longnose pliers. File to smooth the
edges of broken head fins. If it becomes necessary to cut out a vee notch to stop a head fin
crack, a slotted drill bushing to fit over the fin and a 3/16 inch twist drill may be used to
cut the notch. Its apex must be rounded and the edges should also be rounded. If such repairs
and previous breakage have removed as much as 10% of the total head fin area, the cylinder
assembly has reached the limit of its repair and the cylinder must be replaced.
72-20-16 VALVE GUIDES REMOVAL AND INSTALLATION. (See TCM Service Bulletin M85-18 or current
revision as applicable.) Intake valve seat refacing figure 72-20-28A. Exhaust valve seat
refacing figure 72-20-288.
Use heavy duty drill press and Borroughs No. 5221 Holding Fixture or equivalent to hold
cylinder. DO NOT ATTEMPT PROCEDURE BY HAND.
VALVE GUIDE REMOVAL
I. Use a No. 4981 Remover. Select proper size head. install on removing handle. Attach
to cold water supply.
2. Heat cylinder to 450°F. Heat soak one hour.
3. lnstall pilot into guide. Hold down firmly into guide bore with hand on water
release button. Use other hand to work sliding hammer. Release the water and
hammer out guide while water is running. Both guides can be removed with one
heating. Support cylinder with barrel up. Use wooden blocks to keep from damaging
rocker cover surface.
4. Allow cylinder to cool to room temperature.
VALVE GUIDE INSTALLATION. TCM requires the next O/S guide to be used.
1. Measure valve guide boss and select proper No. 4914 or No. 4943 series reamer to
ream valve guide boss to required oversize. Consult Table of Limits Figure 72-30-08
for proper interference fit. Guide boss must be clean and free from pits or grooves.
Run reamer through first. If bore is not clean, go to next larger size reamer. Use
No. 2849 Plug Gages to check fit.
2. Heat cylinder head to 450°F. and install frozen guide with No. 4912, Ms. 2842, or
No. 3619 Replacer. A small amount of lubricant oil on the guide will reduce the
chance of binding during installation.
REAMING VALVE GUIDES
1. Install No. 5221B Holding Fixture or equivalent into drill press to hold cylinder. DO
NOT ATTEMPT PROCEDURE BY HAND.
2. Index fixture to proper angle and install cylinder into fixture. Zero in guide with
dial indicator.
3. Select proper reamer from Borroughs Tool Catalog. Ream at 400 RPM for high speed
steel reamers and 700 RPM for Carbide tip reamers (Do not use carbide tip reamers
for hand cutting) with plenty of lubricant.
4. Check finished bore with the correct plug gage. Refer to Table of Limits Figure 72-
30-08 for correct stem hole finished sizes.
NOTE . . . See TCM Service Bulletin M85-18 or current revision as applicable for
further information. All tool numbers are Borroughs PIN'S.
DECEMBER 1992 72-20-11

72-20-17 VALVE ROCKERS. Worn bushing may be driven out with a suitable drift, and if properly
designed, the same tool may be used to drive in new bushings. The rocker must be supported
on a ring which will allow the old bushing to pass through. Press the new bushing in flush
with the rocker hub after dipping it in clean lubricating oil. Ream the new bushing to the
specified diameter reaming. It is advisable to plug the oil holes with beeswax before reaming,
but be sure to remove the wax afterwards. Lightly break the sharp edge at each end. (Refer
to Figure 72-20-17).
72-20-18 HYDRAULIC VALVE LIFTERS (See Figure 72-20-18). Stand valve lifter on its flat end. Use
a small screwdriver and carefully pry snap ring (1) from body groove, holding down socket (2)
with a pushrod until ring has been removed. Invert lifter and catch socket as it drops out.
Insert a finger into plunger (3) and withdraw plunger (3), spring (7) and check valve assembly
(3, 4, 5, 6). If plunger is stuck in body (8), hold plunger down fully and scrape out carbon
deposit. If this obstruction cannot be removed, or if plunger is seized by score marks, the
entire assembly must be replaced. Remove spring (7), by turning as if to unwind it while
pulling outward. Be careful not to stretch spring out of shape. Remove check ball (4) from
plunger by removing retainer (6),lifting spring (5) and ball (4).
NOTE. . . If major engine overhaul, hydraulic valve lifters are recommended 100%replacement.
Ring, Retaining
Socket, Hydraulic Lifter
Plunger
Check Ball
Ball Check Spring
Ball Check Retainer
Spring Plunger
Body Valve Lifter
FIGURE 72-20-18. HYDRAULIC LIFTER.
72-20-19 CONNECTING RODS.
CAUTION. . . In order to assure good dynamic balance, connecting rod assemblies for new
engines are selected in pairs with a maximum weight variation of 1/2 ounce in opposite bays.
This limit cannot be maintained if material is removed from any of the original in a set.
Therefore, rodr are supplied in matched sets only.
72-20-20 PISTON PIN BUSHING REPLACEMENT. TCM recommends connecting rod Piston Pin Bushing
be replaced 100% at overhaul. The connecting rod does not need to be heated for this
operation. Press out the old bushing in an arbor press, using a drift only slightly smaller
than the bushing O.D. Make sure that the rod bore is smooth. Dip the new bushing in
engine lubricating oil before placing it in position, and locate the split as illustrated in Figure
72-20-20. (The position number is stamped on the rod and cap bosses on the far side.) Ream
or bore the new bushing to the specified diameter and check alignment as described in
paragraph 72-40-05. The center-to-center distance given in Figure 72-20-20 will be held
automatically if the bore is centered in the new bushing.
.
WARNING. . Do not nick or damage connecting rod I beam when installing or removing
from holding fixture.
05 IN. MAX. CONVERGENCE OF BREAK SHARP EDGES ,015 I N X
ESE AXESPER INCH OF LENGTH 45'. I F ORIGINAL CHAMFER WAS
ITH NEW BUSHING) COMPLETELY REMOVED B Y BORING
OR REAMING OF REPLACEMENT
SECTION A.A
(TO BE INSTALLED ON TOP)
(SPLIT TO BE LO
WEIGHTS OF RODS I N A N Y E N G I N E MUST BE S A M E WITHIN H OZ. I N OPPOSITE BAYS.
FIGURE 72-20-20.CONNECTING ROD AND BUSHING DIMENSIONS.
72-20-21 CRANKSHAFT ASSEMBLY. Raised edges from small nicks on hard surfaces such as crankpins
and journals, can be removed with a hard Arkansas stone. Do not use a coarse abrasive. Do
not attempt to remove deep scoring or indications of overheating which render the crankshaft
unserviceable. Polish crankpins and main journals with long strips of crocus cloth while the
shaft is rotated about 100 RPM in a lathe. Since gears are shrunk fit to the crankshaft, it
may be necessary to dip the gear in oil heated to 300°F. before removal. These operations
should precede magnetic particle inspection.
Hardened steel bushings in the crankshaft blades must be removed and replaced if excessively
worn. It is recommended that these bushings be replaced during major engine overhaul
regardless of condition. It may be necessary to chill the old bushings to free them. New
bushings must be chilled before installation, and the holes must be smooth. No finishing
operation is required for the new bushings, since they are made to final dimensions. They
must be pressed into the same positions as the original parts.
NOTE. . . Crankpins and crankshaft main journals may be reground to the allowable 0.010
inch undersize. Reground crankshafts must be re-nitrided.
CAUTION. . . Crarzksltaft corvtterweiglz~s are nzatclzed itz pairs wiBz a ~ ? Z M ~ I ~ Z Z weight

L?~Z varia-
tiorz of 2 gartzs, arrd llte conzplcte crattkshafl and cor~nfenveiglrt assetttbly is dy~zanzically
balartced. A s a resrrlt, if eitlter cortnte~wciglrt is dar7zaged, it will be rzecessay to discard both
orz tlzat citeck arzdprocrua a rttafcltedpuirfor replace17zerzt.
92-20-22 MAGNETO GEAR SUPPORT SHAFT. The magneto gear support shafts should be removed from
the crankcase, cleaned and inspected using the same procedure outlined for rocker shafts 72-
20-05.Refer to dimensions given in Table of Limits to determine if shafts are serviceable.
72-20-23 MAGNETO AND ALTERNATOR DRIVE COUPLINGS. TCM recommends 100% replacement of
magneto drive coupling roller bearings and all rubber drive bushings at engine overhaul.
Inspect drive gear teeth for excessive wear, pitting or corrosion. Clean and inspect steel parts
using magnetic particle inspection. Refer to the Table of Limits for serviceable limits and
tolerances.
72-20-24 TACHOMETER DRIVE HOUSING. Remove the oil seal with a suitable puller. If the housing
counterbore is scored, smooth it with crocus cloth. Spread a film of grade 50 MHS 27 oil on
the perimeter of a new seal, then press the seal squarely into the housing with its lip outward
facing the oil source.
72-20-25 STARTER DRIVE ADAPTER. The clutch spring sleeve is pre-shrunk and doweled into the
housing. If it is necessary to remove the needle bearing in the adapter, a removing driver
may be purchased (See Section 1-20-01Tools Figure 45).
Check oil feed holes to the starter adapter shaftgear.
Hole diameter must be .0918-.0968to reduce possibility of clogging and causing lubrication loss
to the starter adapter clutch spring. The oil feed hole comes off the rear cam bearing of the
1-3-5crankcase half and intersects a short hole in the center of the needle bearing counter-
bore. Hole can be enlarged to diameter shown above after removal of the starter adapter.
72-20-26 OIL PUMP ASSEMBLY. Replace worn gears, bushings and studs. Nicks on parting flanges
may be stoned out. The pump gear chamber must not be enlarged. If it is scored or the
driven pump gear pilot shaft is loose, TCM recommends 100% replacement of the accessory
case. Heavy scoring on the gear contact area of the oil pump cover renders this part
unserviceable and replacement is mandatory.
72-20-27 IGNITION CABLE. All ignition cable assemblies or harness assemblies must be replaced at
each overhaul. If the high tension outlet plates are in good condition, new cable assemblies
may be installed on them. On TCM harness assemblies, push the cable end through the outlet
plate and install the inner ferrule, grommet and outer ferrule (eyelet) onto cable center wire.
On Slick harness assemblies, push the cable end through the outlet plate and install the
tapered drive ferrule, press drive ferrule into outlet plate, install insulator sleeve, spring on
electrode screw and screw into cable end.
Observe the "1" mark on the exterior side of each outlet plate adjacent to the No. 1 cable
outlet hole, (Refer to Figure 72-20-27), and observe that the numerals appearing at the spark
plug ends of the high tension leads indicate the cable to cylinder position. Complete installa-
tion of high tension cables into outlet plate insuring their proper location according to wiring
diagram 72-20-27. Refer to Chapter 74 for further information regarding magnetos and
ignition harnesses.
FIGURE 72-20-27. WIRING DIAGRAM
A 2.09 DIA. MAX.A
I
INTAKE SEAT GRINDING
ALL 10-360 ENGINES
PROCEDURE:
1. CLEAN UP SEAT WITH 30" STONE.
2. TOP OFF WITH 1S STONE TO ESTABLISH2.01 MAX SEAT O.D.
AS REQUIRED.
NOTE: SEAT MUST BE REPLACED IF 2.09 DIA. MAX IS

EXCEEDED.
3. UNDERCUT SEAT WITH 4 5 STONE TO ESTABLISH -07-.12

SEAT WIDTH AS REQUIRED.
FIGURE 72-20-28A. INTAKE VALVE SEAT REFACING.
1.85 DIA. MAX.

1.67 DIA. MAX.
EXHAUST SEAT GRINDING

ALL 10-360 ENGINES
PROCEDURE:
1. CLEAN UP SEAT WlTH 45" STONE.
2. TOP OFF WlTH 15" STONE TO ESTABLISH 1.67 MAX SEAT O.D.
NOTE: SEAT MUST BE REPLACED IF 1.85 DIA. MAX IS

EXCEEDED.
FIGURE 72-20-288. EXHAUST VALVE SEAT REFACING.
72-20-16 DECEMBER 1992

Grind valve face to remove any indications of wear.
Find new gage diameter on valve face. Gage Dia. = 1.880
3. Grind stem tip to regain 4.246 to 4.252 distance stem tip to gage diameter.
4. For approximate amount to be removed from stem tip, measure from position of new gage diameter to
valve stem tip. Subtract 4.249 from new length, the remainder will be the amount to be removed from
5. After grinding, measure overall length of valve ifnew overall length is less than4.352 long discard valve
and replace with new.
80% WELD CONTACT
4.246 FROM STEM TIP

4.252 TO GAGE DIM LlNE
GREATER
AFTER GRINDING
THIS POINT WILL CHANGE AFTER

GRINDING INCREASING DISTANCE
FROM STEM TIP TO GAGE DIM. LlNE
GRIND STEM TIP TO REGAIN DIS-
TANCE OF 4.246TO 4.252
FIGURE 72-26-28C. INTAKE VALVE REFACING.
DECEMBER 1992 7'2-20-17

INTENTIONALLY
LEFT
BLANK
72-20-18 DECEMBER 1992

SECTION 72-30
INSPECWON
INSPECTION
General
Visual lnspection
Magnetic Particle lnspection
Crankshaft Ultrasonic lnspection
Fluorescent Particle inspection
Dimensional lnspection
Dimensional Limits
72-30-08 Table of Limits
72-38-09 Original Dimension
72-30-18 Protective Coating
72-30-1 1 Application of 'Nlodizing"
72-38-12 Repair of "Aloditing"Surfaces
72-30-13 Enamel Coatings

INTENTIONALLY
LEFT
BLANK
72-30-00 INSPECTION
72-30-01 GENERAL
The following definitions apply to terms used to describe kinds of damage for which parts
should be inspected.
ABRASIONS: Scratching of a surface, either by motion while in contact with another part, by
mechanical cleaning, or resurfacing with abrasive cloth or lapping compound.
BURNING: As applied to valve heads, this term indicates roughening or erosion due to high
temperature gases escaping past valve faces. In other instances, it indicates drawing of the
temper of steel parts to a soft (blue) condition as a result of overheating, in absence of
lubrication on moving surfaces such as gear teeth, subject to high loading.
BURR: A sharp projection of metal from an edge, usually the result of drilling, boring,
countersinking, etc., but may also be caused by excessive wear of one or both surfaces
adjacent to the burred edge.
CORROSION: Deteriorationof a surface, usually caused by oxidation sf metal.
ELONGATION: Stretching or increase in length.
FRETTING: Scuffing or deterioration of a metal surface caused by vibration or chattering

against another part. A fretted steel surface may appear dull, scuffed, or corroded, depending
on length of time subjected to the action.
GALLING: Excessive friction between two metals resulting in particles of the softer metal
being torn away and "welded" to the harder metal.
INDENTATION: Dents or depressions in a surface caused by severe blows.
OXIDATIONS: Chemical combining of a metal with atmospheric oxygen. Aluminum oxide

forms a tough, hard film and protects the surface from further decomposition; however, iron
oxides do not form a continuous cover or protect underiying metal. Oxidation of steel parts
is progressive and destructive.
PITTING (OR SPALLINIG): Small, deep cavities with sharp edges. May be caused in hardened
steel surfaces by high impacts or in any smooth steel part by oxidation.
RUNOUT: Eccentricity or wobble of a rotating part. Eccentricity of two bored holes or two
shaft diameters. A hole or bushing out of square with a flat surface. Usually measured with
a dial indicator, and limits stated indicate full deflection of indicator needle in one revolution
of part or indicator support.
SCORING: Deep grooves in a surface caused by abrasion, when fine, hard particles are forced
between moving surfaces, as in a bearing and journal, or by galling when a moving part is not
supplied with lubricant.
PROTECTION FROM CORROSION: Coat all steel parts with corrosion preventive oil. At
inspection, parts are wiped free of oil, to provide easy handling and true dimensional readings.
Immediately after inspection, parts must be cleaned to diminate fingerprints and contaminates,
completely recoated with corrosion preventive oil and packaged property to prevent damage.
72-30-02 VISUAL INSPECTION. Parts without critical dimensions, small parts, running parts, and others
of major importance, must be inspected visually with at least a I O X magnifying glass under
good light for surface damage such as nicks, dents, deep scratches, visible cracks, distortion,
burned areas, pitting, pick-up of foreign metal, and removal of enamel coating. Visual
inspection should also determine the need for further cleaning of obscure areas. lnspect all
studs for possible bending, looseness or partial removal. lnspect all threaded parts for nicks
and other damage to the screw threads. After visual inspection, the engine parts should be in
three groups: Apparently serviceable parts, repairable parts and parts to be discarded.
72-30-03 MAGNETIC PARTICLE INSPECTION. Inspection by the Magneflux method must be conducted
on all ferrous parts listed in Section 72-30-03, and in accordance with the methods and data
in the table before dimensional inspection. The Magnaglow method is recommended whenever
the necessary equipment is available. This method employs magnetic particles coated with a
fluorescent organic material which may be illuminated with a "black light", as in the Zyglo
process, to amplify an indication of weakness. If a crankshaft is doubtful after a circular
magnetization and inspection, demagnetize and remagnetize it longitudinally for further
inspection.
NOTE. . . Before magnetic particle inspection, piston pins and valve rocker shafts must be
polished with crocus cloth.
CAUTION. . . Before nzagtzetic particle inspection of any part, plug snzall holes leading to
obscure cavities with tight-fitting wood plugs or with a hard grease which is soh~ble in
lubricating oil to prevent particles from lodging in places wltere they wozlld be difficr~lt to
remove, and in places that are not subject to visual inspectioit. After magnetic particle
inspection, remove all such plugs and clean tlte part thoroz~gltly in solve~zt, and dry with
compressed air. Check for complete demagnetization.
MAGNETIC PARTICLE INSPECTION
FLUORESCENT METHOD PREFERRED,

WET CONTINUOUS PROCEDURE REQUIRED
*Method of AC or DC Possible
Part Magnetization Amperes Critical Areas Defects
Crankshaft Circular and Journals, fillets, oil Fatigue cracks,

Longitudinal holes, thrust flanges, heat cracks,
prop flange. flange cracks,
from prop strike.
Connecting Rod Circular and All areas. Fatigue cracks.

Longitudinal
Camshaft Circular and Lobes, Journals Heat cracks.

Longitudinal drilled hole edges. Fatigue cracks.
Piston Pin Circular and Shear planes, ends, Fatigue cracks.

Longitudinal center
Rocker Arms On Conductor Bar Pad, socket under Fatigue cracks.

and Single side, arms and boss.
Between Heads
Gears to 6 lnch Circular or on Teeth, Splines, Fatigue cracks.

Diameter Center Conductor Keyways.
Gears over 6 lnch Shaft, Circular Teeth, Splines. Fatigue cracks.

Diameter Teeth Between
Heads Twice
90"Apart
Shafts Circular and Splines, Keyways, Fatigue cracks,

Longitudinal Change of Section. heat cracks.
Thru Bolts Circular and Threads Under Head. Fatigue cracks.

Rod Bolts Longitudinal
Cylinder Barrel Circular and All areas. Fatigue cracks,

Longitudinal heat cracks.
NOTE: (*)
LONGITUDINAL MAGNETISM: Current applied to solenoid coil surrounding the work
CIRCULAR MAGNETISM: Current passed through work or through non-magnetic conductor bar
inserted through work.
72-30-04 CRANKSHAFT ULTRASONIC INSPECTION PROCEDURE.
Refer to Service Bulletin CSB96-10, or current revision.
A. PURPOSE. To provide a procedure for ultrasonic inspection of crankshaft intermediate
main bearing journal fillet areas.
B. METHOD. This procedure describes the use of a shear-wave, pulse-echo, angle-
beam ultrasonic inspection technique.
The sound enters at one end of the main bearing journal and propagates through the
steel at a 45" angle. The sound reaches the crankshaft center hole and is reflected
back up into the region of the fillet at the other end of the same journal.
If an ultrasonic reflector, in the form of a crack, exists in the region, the sound is
reflected back along the same path to the surface applied transducer, and displayed
as a signal on the screen of the inspection instrument.
In the absence of a reflector in the region into which the sound is directed, no signal is
displayed.
C. EQUIPMENT.
1. Instrument. Krautkramer Branson Model USK 7D, USL 42, USL 48, USN 50, USN
52 or OR7S
2. Probe. Miniature Transducer Gamma Series 5 MHz KrautkramerIBranson Cat.
#MSWS 224-580.
3. One each of the following reference standards:
PIN 654478-1
PIN 654483-1
PIN 654485-1
4. The following shear wave wedges are required:
PIN 654578
PIN 654484
5. Couplant. SAE 50 weight lubricating oil.

INTENTIONALLY
LEFT
BLANK

72-30-05 FLUORESCENT PARTICLE INSPECTION.
This process commonly known under the trade name "Zyglo", is recommended for
inspecting aluminum alloy parts for invisible cracks. The standard operating technique for
the process is applicable.
72-30-06 DIMENSIONAL INSPECTION.
Areas of running parts and bushings subject to wear should be inspected for serviceable
fit with mating parts by comparative linear measurements and alignment measurements,
using standard pattern precision measuring instruments such as micrometer calipers,
telescoping gauges, and dial indicators. The use of a dial-type cylinder bore gauge is
preferred, rather than tools not specifically designed for this purpose.
72-30-07 DIMENSIONAL LIMITS.
After comparative measurements of mating parts and determination of running clearance,
refer to the Table of Limits, Section 72-30-08, and to the Limits Charts, 1, 2, etc., to locate
the reference number of each fit and the acceptable limits assigned to it. Limits under the
column heading "New Parts" are manufacturing limits. All running clearances in this
column apply to mating parts, both of which are new, and the low limit applies in all
instances; however, such clearances are allowed to increase with wear to, but not beyond,
the values in the column headed "Serviceable Limit". Oversize parts are supplied, in
some instances, to permit conformity to this requirement.

FIGURE 72-30-08
TABLE OF LIMITS
Accessory case
1 Oil pump gears in housing . . . . . . . . . . .end clear:
2 Oil pump gears in housing . . . . . . . . . . . . dia:
3 Oil pump gear shafts in housing. . . . . . . . . . dia:
4 Oil pump gear shafts in cover. . . . . . . . . . . dia:
5 Oil pump driven gear on shaft. . . . . . . . . . . dia:
6 Alternator pilot in cover. . . . . . . . . . . . . . dia:
9 Oil seal in alternator . . . . . . . . . . . . . . . dia:
8 Alternator coupling retainer on sleeve . . . . . . . dia:
9 Coupling retainer in coupling hub slot . . . . . side clear:
10 Coupling bushings on drive gear lugs
(replace if worn). . . . . . . . . . . . . . . side clear:
11 Oil pump driver-todrivengear . . . . . . . . backlash:
12 Alternator gear-to-camshaft gear . . . . . . . backlash:
13 Driver gear shaft in oil pumpdrive gear. . . . . . . dia:
14 Drive gear-to-camshaft gear . . . . . . . . . . backlash:
Oil temperature control valve 0.090 inch
minimum travel at . . . . . . . . . . . . .temperature:
Valve must be fully closed against seat at . . .temperature:
Valve must crack open at 180°F. . . . . . . . . . PSI:
-
3.50 3.56 lnches
3.22 - 3.29 Inches 14.2 - 15. 4 Ibs.
3.57 - 3.64 lnches
FIGURE 72-30-08
TABLE OF LIMITS
(CHART 2)
REF.
No. Description
CYLINDER AND HEAD ASSEMBLY
I 1
2
3
Cylinder bore (lower 4 114" of barrel) . . . .
Cylinder bore (1" from top of barrel) . . . . .
Cylinder bore (see Figure 72-20-15) . . . . .
diameter:
diameter:
taper:
Refer to Figure 72-20-15
I: I
Refer to Figure 72-20-15
0.001 0.0035
4 Cylinder bore out-of-round . . . . . . . . . tolerance: 0.002 0.001
5 Cylinder bore (reground 0.015"). . . . . . . allowable 01s: Refer to Figure 72-20-15
*6 Cylinder bore surface roughness (Nitrided Barrels)
using 180 grit stone, cross hatch . . . . . angle:
Microfinish (measured in
direction of piston travel). . . . . . . . . RMS:
"6 Cylinder bore surface roughness (Channeled Chrome)
using 180 grit stone, cross hatch . . . . . angle:
Finish all area within ring travel. Must show evidence
of contact with honing stone. Partially honed areas
shall not exceed 10% of bore surface and no area shall
exceed one inch in any direction.
*6 Cylinder bore surface roughness (Cermicrome)
Finish - pitting is undesierable if present, it is
subject to the following limits:
Pits (No more than two pits in any 1/4 inch
Dia. circle) . . . . . . . . . . . . . . . diameter:
Not more than 25 pits of any one size in entire
cylinder bore is acceptable.
7 Cylinder barrel in crankcase . . . . . . . . diameter:
8 Intakevalve guide in cylinder head . . . . . diameter:
9 Exhaust valve guide in cylinder head . . . . diameter:
10 Exhaust valve seat (to valve guide axis) . . . angle:
11 Intake valve seat (to valve guide axis) . . . . angle:
12 Intake valve seat insert in cylinder head . . . diameter:
13 Exhaust valve seat insert in cylinder head . . diameter:
VALVES, ROCKER ARMS AND SHAFTS

Rocker shaft in rocker arm bearing . . . . . diameter:
Rockerarm bearing in rockerarm. . . . . . diameter:
Intake valve in guide. . . . . . . . . . . . diameter:
Exhaust valve in guide . . . . . . . . . . . diameter:
Intake valve face (to stem axis) . . . . . . . angle:
Intake valve (max. tip regrind 0.015"). . . . . length:
lntake and exhaust valve
(full indicator reading) . . . . . . . . . . warpage:
Valve rocker toe to valve stem (dry lifter). . . .
Rocker Arm. . . . . . . . . . . . . . . . side play:
Rotocoil to rocker arm clearance . . . . . . clearance:
PISTONS, RINGS AND PINS

24 Piston cast 1" from (bottom of skirt)
in cylinder: . . . . . . . . . . . . . . . diameter:
25 Top and second piston ring (semi-keystone)
in groove. . . . . . . . . . . . . . . . side clear:
72-30-10 DECEMBER 1992

Third piston ring in groove . . . . . . . . . side clear:
Fourth piston ring in groove . . . . . . . . side clear:
First piston ring in cylinder at 6.22
from bottom of barrel1 . . . . . . . . . . gap:
Second piston ring in cylinder at 6.22
Third piston ring in cylinder at 6.22
Fourth piston ring in cylinder at 1.00
from bottom of barrell . . . . . . .... gap:
Piston pin in std. or 0.005" oversized
piston . . . . . . . . . . . . . . . . . diameter:
Piston pin in cylinder. . . . . . . . . . . . end clear:
Piston pin in connecting rod bushing . . . . diameter:
Bushing in connecting rod . . . . . . . . . diameter:
36 Valve spring (625957) inner

Free length 1.97 - 2.04 in.
37 Valve spring (625958) outer

Free length 2.17 - 2.24 in.
FIGURE 72-30-08
TABLE OF LIMITS
(CHART 2)
DECEMBER 1992 72-30-11

FIGURE 72-30-08
TABLE OF LIMITS
(CHART 3)
Ref. Serviceable New Parts
No. Descri~tion Limit Min. I Max.
CRANKCASE
1 Through bolts in crankcase. . . . . . . . . diameter:
2 Hydraulic valve lifter in crankcase . . . . . . diameter:
3 Hydraulic valve lifter bore in crankcase. . . . diameter:
4 Governor driven gear in crankcase . . . . . diameter:
5 Governor driven gear bore in crankcase . . . diameter:
6 Starter shaft bushing in crankcase. . . . . . diameter:
7 Crankcase main bearing bore. . . . . . . . diameter:
8 O Crankcase rear and intermediate main
bearing bore . . . . . . . . . . . . . . diameter:
9 GI Crankcase front main bearing bore . . . . . diameter:
10 Crankcase camshaft bearing bore. . . . . . diameter:
11 Fuel pump adapter pilot in crankcase . . . . diameter:
12 Fuel pump body pilot in adapter. . . . . . . diameter:
13 Oil seal in adapter . . . . . . . . . . . . . diameter:
14 Fuel pump drive shaft in impeller shaft. . . . diameter:
15 Fuel pump drive shaft in governor gear. . . . tooth clear:
Ref. Serviceable
CRANKSHAFT. CONNECTING ROD. BEARINGS

AND CAMSHAFT
16 Crankcase (each half). . . . . . . . . . . .
17 Crankshaft in thrust bearing . ........ end clear:
18 Crankshaft in main bearings . ........ diameter:
25 Crankshaft run-out at center main journals (shaft
at front and rear main journals . . . . . . . full reading:

27 Damper pin bushing in crankcheek . . . . . . diameter:
28 Damper pin bushing in counterweight . . . . diameter:
29 Damper pin
630261-41 . . . . . . . . . . . . . . . . diameter:
630261-43 . . . . . . . . . . . . . . . . diameter:
630261-44 . . . . . . . . . . . . . . . . diameter:
30 Damperpin . . . . . . . . . . . . . . . .
31 Damper pin . . . . . . . . . . . . . . . . end clear:
32 Counterweight on crankcheek . . . . . . . . side clear:
33 Crankshaft gear on crankshaft . . . . . . . . diameter:
34 Connecting rod bearing and bushing twist
or convergence per inch length . . . . . . . . . .
35 Connecting rod beam section at narrowest point . . .
36 Connecting rod bearing on crankpin . . . . . diameter:
37 Connecting rod bolt in connecting rod . . . . diameter:
38 Camshaft in crankcase . . . . . . . . . . . diameter:
39 Camshaft in crankcase . . . . . . . . . . . end clear:
40 Camshaft run-out at center journals (shaft supported
41 Camshaft gear on camshaft . . . . . . . . . diameter:

42 Governor drive gear on camshaft. . . . . . . diameter:
43 Crankshaft gear-to-camshaft gear . . . . . . backlash:
44 Governor drive gear-to-camshaft gear: . . . . backlash:
45 Connecting rod bearing . . . . . . . . . . . side clear:
46 Crankcase width . . . . . . . . . . . . . .deck to deck:
@ These limits refer to the "B" (i.e. "TIC)-360-DB) configuration.

@ If crankshaft are worn beyond these limits they may be repaired by grinding journals to 0.010 inch
.
under new shaft limits and re-nitridingjournals
Straightening of the camshaft is permissible if runout does not exceed 0.005 inch.
73-30-08
TABLE OF LIMITS
(CHART 4)
No. Description
MAGNETO DRIVE ASSEMBLY

1 Magneto gear support shaft-to-bearing . . . . diameter:
2 Sleeve in drive gear. . . . . . . . . . . . . diameter:
3 Washer in drive gear . . . . . . . . . . . . diameter:
4 Magneto coupling retainer on gear sleeve. . . diameter:
5 Magneto coupling retainer in drive gear slot
6 Magneto coupling rubber bushings on magneto
drive lugs (replace if worn). . . . . . . . . side clear:
Magneto pilot in crankcase cover. . . . . . . diameter:
7 Magnetogear-to-camshaftgear . . . . . . . backlash:
STARTER ADAPTER AND SCAVENGE PUMP COVER
FITS AND LIMITS (OLD STYLE) SEE CHART 5A.
Ref.
No. 1 Description
I Service
~irnit / New Parts
Min. I Max.
I I Worm wheel drum outside ................................................. Diameter: See Chart 5C.
NOTE.. . See the new style starter adapter and scavenge pump cover fits and limits (Chart 5D) for
fits and limits relevant to both old and new style starter adapters.
FIGURE 72-30-08. CHART (5A)

lNTENTIONALLY
LEFT
BLANK
72-30-15A REVISED OCT 97

DETAIL A
CHART 5B. OLD STYLE SHAFTGEAR DRUM DIMENSIONS
SEE DETAIL A
CHART 5C. OLD STYLE WORM WHEEL DRUM DIMENSIONS
REVISED QCT 97 72-30-15B

FIGURE 72-30-08. CHART (5D)
72-30-15C REVISED OCT 97

STARTER ADAPTER AND SCAVENGE PUMP COVER
FITS AND LIMITS (NEW STYLE) SEE CHART 5D.
Ref. Description Service New Parts
No. Limit Min Max.
1 Starter adapter shaftgear In bushing ................. Diameter: 0.0045 0.001 L 0.0031-
2 Starter adapter shaftgear front (bearing) journal .........Diameter: 1.058 1.059 1.060
3 - Starter adapter shaftgear in needle bearing.............Diameter: 0.0031 L 0.0005L- 0.0029L-
4 Scavenge pump gear shaft In oil pump cover bushing .... Diameter: 0.0035L 0.0005L 0.0035L-
5 Bushing in adapter cover...........................Diameter. 0.003T 0.001 T 0.003T
6 1 Adapter cover oil seal bore ......................... Diameter 1.251 1.249 1.251
7 1 Starter adapter Cover Pilot In Adapter Housing ......... Diameter 0.003L- 0.001 L 0.003L
1 Worm wheel gear............................End Clearance: 0.015 0.0025 0.0115
9 Clutch spring on Starter Shaftgear drum
.50,56 from drum end ............................ Diameter 0.004T 0.008T 0.01 2T
10 - Starter shaftgear drum ............................ Diameter See Chart 5E
11 Starter clutch spring outside ....................... Diameter - 2.267 2.282
12 Starter clutch spring inside ......................... Diameter: 1.938 1.938 1.940
13 1 Clutch spring on worm wheel drum .................. Diameter: 0.008T 0.015T 0.022T
14 Worm wheel drum outside..........................Diameter: See Chart 5F.
15 - Worm wheel drum inside .......................... Diameter: 1.31 25 1.3115 1.3125
16 1 From center line of worm gearshaft
to starter adapter thrust pads .............................. 0.252
17 1 Needle bearing bore .............................. Diameter: 0.7495 0.7485 0.7495
18 Starter worm drive shaft............................Diameter: 0.5600 0.5620 0.5626
19 1 Ball bearing in starter adapt er....................... Diameter: 0.001 L 0.001 L 0.001T
20 1 Worm gearshaft in ball bearing ...................... Diameter: 0.00041- 0.0004T 0.0004L
21 (1) Starter pilot to starter drive adapter .................. Diameter 0.0065L- 0.001 L 0.0065L-
22 1 Starter drive tongue to worm shaft drive slot.......Side Clearance: 0.030L 0.O10L- 0.021L
23 1 Needle bearing to worm gear shaft ................... Diameter 0.0031 L 0.0005L 0.0029L-
24 1 Starter gear to crankshaft gear ...................... Backlash: 0.0 16 0.008 0.012
25 1 Starter worm wheel gear and worm gear...............Backlash: 0.020 0.009 0.013
26 Scavenge pump driven gear on shaft ................. Diameter 0.004L 0.0005L- 0.0025L
27 Scavenge pump drive gear inadapter.................Diameter 0.004L- 0.0005L- 0.0025L
28 1 Scavenge pump gears in adapter .................... Diameter 0.008L- 0.0055L- 0.0080L-
29 1 Scavenge pump gears in adapter ................End Clearance 0.005 0.0010 0.0035
30 1 Scavenge pump drive gear in starter shaftgear..........Diameter 0.004 0.0010L. 0.0030L-
31 Starter shaftgear in scavenge pump cover bushing ......Diameter 0.004L- 00L 0.05
Starter shaftgear rear journal........................Diameter 0.9995 0.9995 1.0000
32 (1) Scavenge pump driven gear to drive gear..............Backlash: 0.027 10.0140 10.0218
1) These fits and limits apply to both old style and new style starter adapter and scavenge pump
cover assemblies.
REVISED OCT 97 72-30-15D

INTENTIONALLY
LEFT
BLANK
72-30-15E REVISED OCT 97

SMOOTH TAPER BETWEEN
DIAMETERS B & C
SURFACE 32 RMS
CHART 5E. NEW STYLE SHAFTGEAR DRUM DIMENSIQNS
SEE DETAIL A
.SMOOTH TAPER BETWEEN

DIAMETERS B & C
SURFACE 32 RMS
DETAIL A
CHART 5 F. NEW STYLE WORM WHEEL DRUM DIMENSIONS
REVISED OCT 97 72-30-45F

FIGURE 72-30-08. CHART (5G)

STARTER ADAPTER AND ACCESSORY DRIVE ADAPTER
FITS AND LIMITS (OLD STYLE) SEE CHART 5G:
TSIO-360-A,AB,C3,C4,C5,C6,CB3,CB4,CB5,CB6,CB6S,CB7,CB8,CB9,CB1 0,
CBII ,D,DB,EB6,EB7,EB8,EB9,EB15,EB18,F5,F6,F7,FB5,FB6,FB7,FBI6,FBI7,
KB6,KB7,KB8,KB9,KBI5,KB16,KB20,KB21,KB25,KB26,KB30,KB31,MB2,MB3,
MB4,MB7,MB8,MB10
Ref. Description Service New Parts

No. Limit Min. Max.
I Starter adapter shaftgear in bushing..................Diameter: 0.0045 0.001 L 0.003L-
2 Starter adapter shaftgear front (bearing) journal .........Diameter: 1.059 1.059 1.060
3 Starter adapter shaftgear in needle bearing ............ Diameter: 0.0031 0.0005L 0.0029L-
4 - Starter adapter shaftgear in accessory drive
adapter bushing..................................Diameter: 0.002L 0.0005L- 0.002L-
5 Starter adapter shaftgear knurled drum ............... Diameter: See Chart 5B.
6 - Starter adapter shaftgear rear journal .................Diameter: - .6235 .6340
7 Starter adapter shaftgear oil pump cover bushing area....Diameter: - 0.9995 1.0000
8 Worm wheel inside................................Diameter: 1.3125 1.3115 1.3125
Worm wheel drum outside..........................Diameter: See Chart 5C.
9 Clutch spring outside..............................Diameter: - 2.374 2.376
10 - Clutch spring inside...............................Diameter: 1.940 1.938 1.940
11 - Clutch spring ....................................... Lengh - 2.495 2.519
12 - Starter drive adapter sleeve front end inside............Diameter: 2.343 2.338 2.343
13 Worm gear on shaft...............................Diameter: 0.004L 0.0005L 0.0025L-
14 - Worm shaft spring ................................ Diameter: - 0.005L- 0.025L
15 Starter adapter worm drive shaft .....................Diameter: 0.5600 0.5615 0.562
NOTE ... See the new style starter adapter and accessory drive adapter fits and limits (Chart 5H)
for fits and limits relevant to both old and new style starter adapters.
REVISED OCT 97 72-30-1 5H

FIGURE 72-30-08. CHART (5H)

STARTER ADAPTER AND ACCESSORY DRIVE ADAPTER
FITS AND LIMITS (NEW STYLE) SEE FIGURE 5H:
TSIO-360-AAB,C3,C4,C5,C6,CB3,CB4,CB5,CB6,CB6S,CB7,CB8,CB9,CBI O,CB1I,D,DB,
EB6,EB7,EB8,EB9,EB15,EB18,F5,F6,F7,FB5,FB6,FB7,FB16,FBI7,KB6,KB7,KB8,KB9,
KB1 5,KB16,KB20,KB21,KB26,KB26,KB30,KB31,MB2,MB3,MB4,MB7,MB8,MB10,SB2
Ref. Description Service Now Parts

- Limit Min. Max.
1 - Starter shaftgear in bushing.........................Diameter: 0.0045 0.001 L 0.0031-
2 - Starter shaftgear front (bearing) journal.................Diameter: 1.059 1.059 1.060
3 - Starter shafigear in needle bearing....................Diameter: 0.0031 L 0.0005L 0.0029L-
4 - Starter shaftgear in accessory drive adapter bushing ...... Diameter: 0.002L- 0.00051- 0.002L-
5 Bushing in adapter cover ......................... Diameter: 0.003T 0.003T 0.005T
6 Gearshaft housing oil seal bore: ...................... Diameter: 1.576 1.574 1.576
7 Starter adapter cover pilot in adapter housing .......... Diameter: 0.003L- 0.001 L 0.0031-
8 Worm wheel gear ........................... End Clearance: 0.015 0.0025L 0.0115L
9 - Worm wheel drum outside ........................... Diameter: eeChart 5F
10 - Clutch spring on Starter Shaftgear
drum .50,.56 from drum end ........................ Diameter. 0.004T 0.008T 0.012T
11 Starter shafigear drum ............................ Diameter: See Chart 5E
12 - Starter clutch spring outside ........................ Diameter: - 2.267 2.282
13 Starter clutch spring inside..........................Diameter: 1.938 1.938 1.940
14 Needle bearing bore...............................Diameter: .7495 7485 .7495
15 Clutch spring on worm wheel drum............................0.015T 0.01 5T 0.022T
16 From center line of worm gear shaft
_to starter adapter thrust pads .................................... 0.252
17 Worm gearshaft in ball bearing ..................... Diameter: 0.0004L 0.0004T 0.0004L-
18 Ball bearing in starter adapter housing ............... Diameter: 0.001L 0.001 L 0.001T
19 Starter pilot to starter drive adapter .................. Diameter: 0.00651- 0.001 L 0.0065L-
20 - Starter drive tongue to worm shaft drive slot ...... Side Clearance: 0.0301- 0.0101- 0.021 L
21 - Needle bearing to worm gear shaft .................. Diameter: 0.00311- 0.0005L 0.00291-
22 - Starter worm drive shaft............................Diameter: 0.5600 0.5620 0.5626
23 - Starter gear to crankshaft gear ...................... Backlash: 0.016 0.008 0.012
24 - Starter worm wheel gear and worm shaft gear .......... Backlash: 0.020 0.009 0.013
25 - Scavenge pump driven gear on shaft ................. Diameter. 0.0041- 0.00051- 0.00251-
26 Scavenge pump gears inadapter ................... Diameter: 0.0080L 0.0055L 0.00801-
27 - Scavenge pump drive gear on starter shaftgear.........Diameter: 0.001171- 0.00021- 0. 0017L-
28 - Scavenge pump driven gear to drive gear..............Backlash: 0.027 0.014 0.0218
29 R/H- side accessory drive bushing in adapter............Diameter: 0.004T 0.002T 0.004T
30 R/H accessory drive shaft end In bushing .............. Diameter: 0.0031- 0.001L 0.0031-
31 - L/H side accessory drive bushing in adapter............Diameter: 0.004T 0.002T 0.004T
32 - L/H accessory drive shaft end in bushing .............. Diameter: 0.003L- 0.001 L 0.003L-
33 Driver bevel gear on shafigear ...................... Diameter: 0.002L 0.0017L 0.0021-
34 - Accessory drive shaft..............................Diameter: 1.0600 1.0600 1.0610
35 Accessory drive shaft..............................Diameter: .9360 .9380 .9370
36 - Accessory drive shaft..............................Diameter: .8100 .8100 .8110
37 Driven bevel gear inside ........................... Diameter: .9380 .9370 .9380
38 - R/H oil seal bore.................................Diameter: 1.251 1.249 1.251
39 L/H oil seal bore ................................. Diameter: 1.502 1.500 1.502
40 Driven and driver bevel gears.......................Backlash: 0.016 0.008 0.012
41 - Gearshaft housing bearing bore......................Diameter~ 1.0620 1.0610 1.0620
42 Sheave Gearshaft .............................. Diameter: 0.8125 0.8120 0.8125
REVISED OCT 97 72-30-15J

lNTENTIONALLY
LEFT
BLANK
72-30-15K REVISED OCT 97

INTENTIONALLY
LEFT
. BLANK
FIGURE 72-30-08.
TABLE OF LIMITS CHART (5B)
ALL L/T TSIO-360 EXCEPT TSIO-360A.
1 Scavenge pump driven gear on shaft. . . . . . .

2 Scavenge pump drive gear in adapter. . . . . . .
3 Scavenge pump gears in adapter. . . . . . . . .
4 Scavenge pump gears in adapter. . . . . . . . end clear:
,
5 Scavenge pump drive gear in starter shaftgear

6 Starter shaftgear in scavenge pump cover. . . . .
7 Scavenge pump driven gear to drive gear. . . . . backlash:
FIGURE 72-30-09
CRITICAL NEW PART DIMENSIONS
Valve Guides Intake Valve Guide Bore 0.3760 - 0.3770

Exhaust Valve Guide Bore 0.3760 - 0.3770
Valve Rocker Shaft Outside Diameter 0.594 - 0.593

Bushings Inside Diameter 0.5945 - 0.5955
Intake Valve Stem Diameter 0.3730 - 0.3735
Exhaust Valve Stem Diameter 0.371 3 - 0.3720
Piston (Standard) Diameter at Bottom 4.4262 - 4.4277
Piston Pin Assembly Pin Bore Diameter 0.9988 - 0.9990
Connecting Rod Bushing Bore Diameter 1.0620 - 1.0630

Bushing Center-to-CrankpinCenter 6.373 - 6.377
Bushing Bore Diameter After Reaming
Crankshaft Assembly Damper Pin Bushing I.D. 0.6062 - 0.6072
CamshaR Journal Diameter 1.3725 - 1.3735
Hydraulic Lifters Outside Diameter 0.9990 - 0.9995
Crankcase Camshaft Bearings Diameter 1.3745 - 1.3755

Lifter Guides Diameter 1.0005 - 1.0015
Governor Driven Gear Bearing Diameter 0.875 - 0.876
Starter Shaft Bushing I.D. 1.062 - 1.063
Starter Worm Drive Shaft Small end Diameter 0.5615 - 0.5625

Needle Bearing Hole in Starter
Adapter I.D. 0.7485 - 0.7495
DECEMBER 1992 72-30-17

FIGURE 72-30-09
CRITICAL NEW PART DIMENSIONS
Starter Shaftgear Front Journal Diameter 1.059- 1.060

Knurled Drum Diameter 1.931 - 1.932
Clutch Drum Support Dia. 0.9995-1 .OOO
Starter Clutch Drum Inside Diameter 0.740- 0.760
Starter Clutch Spring Outside Diameter 2.374- 2.376

Inside Diameter 1.938 - 1.940
2.495 - 2.519
Starter Drive Adapter Sleeve Front End

Inside Diameter 2.338- 2.343
Oil Pump Drive Gear Shaft Diameter 0.3735 - 0.3740
Oil Pump Gear (Top) Inside Diameter 0.3745 - 0.3755
Oil Pump Gear (Bottom) Inside Diameter 0.3745- 0.3755
Shaft, Oil Pump Gear (Bottom) Outside Diameter 0.3735 - 0.3740
Shaft, Magneto Drive Gear Outside Diameter 0.8745- 0.8750

Length 1.020 - 1.030
-
72-30-09 ORIGINAL DIMENSIONS. Although comparative measurements of mating parts will determine the
serviceability of the fit, it is not always easy to determine which part has worn the most, and
in some instances (e.g., main journals in new bearing inserts), accurate measurements of ft are
not possible. While no limits of wear on critical dimensions have been assigned to specific
parts, it is helpful in estimating wear to know the original dimensions. Therefore, manufactur-
ing limits "Critical New Parts Dimensions", in Section 72-30-09,should be consulted when the
serviceability of a specific part is in doubt.
72-30-10 PROTECTIVE COATING. The manufacturer protects all aluminum alloy castings, sheet metal and
tubing from corrosion by treating all surfaces of the parts with Accelagold" (Turco Products,
3300 Montreal Industry Way, Tucker, Georgia, 30084).
72-30-11 APPLICATION OF "ALODIZING". After any machining or repair operation, aluminum surfaces
must be "Alodizing". Surface color may vary from light gold, to dark brown. The "Accelagold"
coating on mating or bearing surfaces is thin enough that it has no effect on dimensional
tolerances. If the original "Alodizing" finish has been removed or deteriorated, "Accelagold" can
be reapplied as described in the manufacturer'sTechnical Service Data Sheet No. AL-1200-D.
Wrought or die cast, (smooth surface parts such as valve rocker covers and intake tubes), are
"tumble blasted", prior to machining, to roughen surfaces before treatment. "Tumble blasting"
must not be applied at overhaul on parts with machined surfaces.
If the original "Alodizing" finish has been removed or deteriorated, "Accelagold" can be
reapplied as described in the manufacturer's Technical Service Data Sheet No. AI-1200-D.
UUTION. . . Do not use enamel paint or primer for internal parts, as it may flake or break off
during engine run and contaminate lubricating oil.
72-30-12 REPAIR OF "ALODIZING" SURFACES. If parts have been machined, rubbed, or scratched with
abrasives in handling, so as to expose areas of bare aluminum, the surface may be repaired by
local application of Accelagold" solution in the following steps.
A. Clean bare area thoroughly with carbon tetrachloride. Do not under any circumstances use
an oil base solvent or strong alkaline cleaner.
B. Mix a small quantity of hot water (180°F.) with 1-lf2 to 2 ounces of "AccefagoldMpowder
to form a paste, then gradually dilute with hot water until a solution of one gallon is attained.
This solution is to be adjusted by addition of nitric acid to a PH value of 1.5 to 1.7.
C. Apply solution with a rubber set paint brush in such a manner that solution flows over
bare area. Allow solution to remain on the part from one to five minutes or until color of the
new film is approximatelythe same as original.
D. Flush part with clear water and dry with warm air current. Do not air blast or rub with
cloth to dry new film area. If color is too light, repeat step "C"until desired color is obtained.
NOTE. . . If "Accelagold" does not adhere to metal, a more severe cleaning method must be
used. 12 to 14 ounces of OaMite No. 61, or equivalent solution, per gallon of water is prefer-
red. Apply and remove the solution with caution. An alkaline cleaner of this type will remove
any "Accelagold" film previously applied. Remove cleaning solution thoroughly with plenty of
hot water and vigorous brushing.
72-30-13 ENAMEL COATINGS. Ferrous parts, when painted with gold enamel, will be baked with infrared
equipment for 15 minutes at 274-285°F. following application of each coat. Magnesium parts will
be pickled and primed before painting; then baked with infrared equipment for 15 minutes at
275-285°F following application of each coat of enamel.
NOTE. . . If a part which was originally "Alodizing" is to be refinished with enamel, it will not
be necessary to apply zinc chromate primer except to the surface areas completely stripped of
"Accelagold".
CAUTION. . . Before application of primer and enamel to a part, carefilly mask all connection
joints and mating sugaces. No primer or enamel is permissible on interior suflaces of any parts
contacted by engine lubricating oil afer assembly.
INTENTIONALLY
LEFT
BLANK
SECTION 72-40
SPECIFIC INSPECTION
72-40-00 SPECIFIC INSPECTIONS
72-40-01 Crankcase
72-40-02 Crankshaft
72-40-03 Crankshaft, CounteweigM Pins, and Bushings
72-40-04 Camshaft
72-40-05 Connecting Rods
72-40-06 Gears
72-40-07 Pistons and Wings
72-40-08 Cylinders
72-40-09 Hydraulic Valve Lifters
72-40-10 Intake Tubes
72-40-11 Lubrication System
72-40-12 Fuel Injection System
72-40-13 Ignition System
72-40-14 Exhaust System
72-40-15 inspection Chart

INTENTIONALLY
LEFT
BLANK
72-40-00 SPECIFIC INSPECTIONS.
72-40-01 CRANKCASE. If any cylinder base nut was loose at disassembly or if any of the cylinder
attaching studs are bent, even slightly, or if there is definite evidence that a cylinder was
loose at any time, then it is possible that reversal of stress has fatigued the studs and through
bolts installed on that cylinder pad, in which case all of them must be replaced. Test for bent
studs with a toolmaker's square. When inspecting for casting cracks, pay particular attention to
areas on and adjacent to the cylinder mount pads, tappet guides, bottom flange, and bearing
bosses. Look for nicks on machined surfaces and scoring in shaft bearings and the shaftgear
bushing. The castings must be torqued together at all attaching points before dimensional
inspection of camshaft and crankshaft bearing bores. If camshaft bearings are excessively worn,
the crankcase may be line bored for a 0.020 inch oversized camshaft.
I
NOTE . . . For cracked crankcase, (See TCM Service Bulletin M90-17 or current revision as
applicable).
72-40-02 CRANKSHAFT. In addition to magnetic particle, ultrasonic visual inspection, and dimensional
inspection, the shaft should be mounted on matched vee blocks on a surface plate (supporting
the front and rear main journals) and rotated under a dial indicator placed on the center main
journal in order to detect excessive bending. This is important if the aircraft has been involved
in an accident resulting in a broken or bent propeller. (Refer to the Table of Limits 72-30-09
for limits of "run-out" at the center journal).
NOTE . . . In case of prop strike (sudden stoppage), refer to TCM service bulletin M84-16
or current revision as applicable.
72-40-03 CRANKSHAFT, COUNTERWEIGHT PINS, AND BUSHINGS.
..
NOTE . Crankshaft damper blades and counterweights must be magnafluxed twice. Once
I
prior to installation, and again after installation.
A. At each normal major overhaul, the pins and bushings are replaced. Worn or out of
round ~0lJnte~eight
bore will require counterweight replacement.
B. After removing the bushings from the dampeners or the crankshaft blades, measure the
inside diameter of the holes. The replacement bushing must have an interference fit of
.001"-.003" into each of the counterweights or the crankshaft blade holes.
C. Counterweight pins are identified by dash numbers stamped on one end. Because the
dampener order is controlled by this pin diameter, it is imperative that only the correct
pin, properly identified, be used.
D. Install plates and pin with rough or sharp edge toward outside. I
E. Replacement bushings are available in standard .0015, .003 and .Q05 oversize on the
outside diameter.
DECEMBER 1992 72-40-03

72-40-04 CAMSHAFT. lnspect the journal for scoring, corrosion and overheating. lnspect lobes for
pitting at the toes and for evidence of overheating or unusual wear.
72-40-05 CONNECTING RODS. Because of the close tolerance required TCM recommends using an airgage
with correct size air plug and master setting ring to measure all worn bushings and locally
replaced bushings. If a bushing was replaced locally, it is also necessary to check its alignment
with the big end bearing seat. The simplest method of making alignment measurements requires a
push fii arbor, preferably at least eight inches long, for the bushing bore and another for the
bearing seat, a surface plate, two matched vee blocks and two blocks of ground flat steel stock
of equal height. To measure twist, insert the arbors into the rod bores; then lay the big end
arbor in the vee blocks on the surface plate, and place the ground steel blocks under the ends
of the bushing arbor at a measured distance apart. A feeler gage may be used to detect any
clearance at either end under the bushing arbor. This, divided by the separation of the blocks in
inches, will give the twist per inch of length. (Refer to Section 72-30-08, Table of Limits.) To
measure bushing and bearing convergence, mount a dial indicator on a surface gage, and swing
the rod around the big end arbor to the vertical position against a firm stop. Pass the indicator
over the bushing arbor at points an exact number of inches apart. The difference in readings at
the two ends, divided by the distance between points of measurements, again gives the misalign-
ment per inch, as specified in Section 72-30-08, Table of Limits.
72-40-06 GEARS. lnspect gear teeth for signs of overheating and excessive wear. Normal wear produces
a fine polish on the tooth thrust faces. Alteration of the tooth profiles, score marks and
pitting are sufficient cause for rejection.
72-40-07 PISTONS AND RINGS. lnspect the skirt for long, deep scores which indicate overheating and
would be sufficient cause for rejection. If a telescoping gage is used to measure the pin bore,
do not allow the spring pin to extend rapidly so as to strike the wall hard. Visually inspect for
thorough cleaning, including the oil relief holes in the third ring groove. It is NOT necessary to
remove light scores or discoloration from the exterior surfaces; do not use abrasives (including
crocus cloth) on the skirt, since the cam-ground contour should not be altered. If the piston is
dimensionally serviceable in other respects and apparently sound, measure side clearances of new
rings, after measuring the ring gap as follows:
A. MEASURE RING CAP IN CYLINDER Refer to Service Bulletin M88-11 and M91-4 or current
revisons as applicalbe.
Piston ring gap should be measured whenever a cylinder is removed for repair or overhaul.
Insert ring into cylinder as illustrated in Figure 72-40-078. Next, insert piston without rings
installed into cylinder. Push piston down until piston ring is at a depth of 6.22 from bottom of
cylinder skirt. Push piston leaving ring squared at 6.22" depth. At this point measure the ring
gap with a feeler gage. Duplicate procedure for 2nd and 3rd ring at same depth. The forth ring
is measured at 1.00". If gap is too tight according to Table of Limits, file ring to within limits
and polish end with an Arkansas stone. If gap is too large go to a 0.005 inch oversize ring to
reach Table of Limits.
72-40-04 DECEMBER 1992

B. MEASURING RlNG SIDE CLEARANCE
After piston rings have been checked for ring gap, install rings on piston. Do not allow their
sharp ends to scratch the piston lands. Make certain part number is toward piston Read. Now
measure ring side clearance as follows:
1. Hold a straight edge against the side of the piston ring grooves adjacent to the piston pin
relief, as show in figure 72-40-07A.
FIGURE 72-40-07A. INSPECTING RING FIGURE 92-40-078. MEASURING RING GAP

SIDE CLEARANCE. IN CYLINDER.
2. Turn piston rings until the gap of each ring is 90 degrees from the straight edge.
3. Push lightly on the piston ring, on the side opposite the straight edge, until ring is in
contact with straight edge. Do not push the secured straight edge away from the piston.
4. Insert feeler gage, to approximately 1/8 inch depth, between top of piston ring and top of
piston ring groove, next to straight edge. Check the Table of Limits for the approved side
clearance dimension.
NOTE. . . It is recommended that piston rings be replaced whenever the cylinder is honed and
pistons and rings be replaced at overhaul per current "Major Overhaul 100% Replacement Parts"
Service Bulletin.
72-40-08 CYLINDER. Inspect cylinder barrels in accordance with Section 72-30-03 and the alloy portion
in accordance with 72-30-05. Failure of either test is cause for rejection-Measure barrel bore for
out-of-roundness in Wo locations, (in the area between) "X" and "Y" reference points, Figure
72-20-15, and at the 4.25 inch location measured from the open end of the barrel.
DECEMBER 1992 72-40-95

At each measurement location, place the measurement device in-line with the spark plug holes
for the first dimension, and take a second measurement 90" of rotation from the previous point
of measurement. The difference in the two dimensions should not exceed out-of-round
tolerance, Figure 72-30-08 (Chart 2).
To determine wear in cylinder-bore taper (Figure 72-20-15) perform the following: measure "D"
diameter one inch from open end of barrell, measure " X and "Y" diameter at reference points
indicated. "D" and " X service limits are acceptable prior to TBO. Cylinder must be replaced or
reworked to "New Parts" limits at overhaul.
TCM recommends oversize boring (.005, .010, .015) of a cylinder found not to be within the,
out-of-round and/or wear in taper limitation.
NOTE. . . Due to the choke specified for the cylinder barrel bore, a cam-controlled grinder is
required to regrind worn barrels to the maximum allowable 0.015 inch oversize dimension.
There should be little or no wear at the open end. Look for bent barrel fins and broken head
fins. Barrel fins can be straightened if not badly bent or cracked. Not more than a 10% total
reduction of head fin area is allowed. Look for cracked head fins, and specify repair of any
radial crack by drilling a vee notch to remove it. If a radial crack extends to the root of a
fin, it may have penetrated the wall; hence, the cylinder must be rejected.
If the cylinder base nuts were loose at disassembly, or if the base studs were loose or bent,
test the machined side of the cylinder flange for bending, which is cause for rejection.
Measure valve guides for wear, and look for scoring in their bores. Valve seats should be
inspected after refacing to make sure that their outside diameters are still less than the valve
head diameters. Exhaust valves should be checked for warpage before refacing, and all valves
should be measured in length if the stem tips were ground.
If there was any evidence of overheating of cylinder or piston, check for possible turning of the
head in relation to the barrel flange. Security between cylinder head and barrel is dependent
on metal to metal contact of cylinder barrel top threads within the head shoulder. Dark stains
at this area on both new and rebarreled cylinders is generally due to emission of thread
lubricant used at factory assembly of head to barrel.
Due to TSIO-360 engine series cylinder design, a persistent oil leak (not a sealing compound
leak) may indicate the required pre-load at the head/barrel junction has been relieved and must
be investigated for possible cylinder replacement (See TCM Service Bulletins M-87-8, M-69-7, or
current revisions as applicable).
72-40-09 HYDRAULIC VALVE LIFTERS. 100% Replacement at overahaul. During examination of each part,
look for sludge and carbon residues. Also check for obstructed oil holes. Inspect face of cam
follower on body for any type of damage and look for deep scoring and corrosion on exterior of
tubular portion. Discard any lifter body which exhibits any of these faults. To test roughly for
excessive diametrical clearance between hydraulic unit plunger and cylinder to check valve wear
in cylinder, start dry plunger into dry cylinder. While holding cylinder between thumb and
middle finger, depress plunger with index finger and release it quickly. compression of air in
cylinder should make plunger kick back instantly. If plunger does not return fully, either it is
excessively worn or check valve is leaking. To check for leaking valve, repeat compression test
while plugging end of oil inlet tube with other hand. If plunger still does not kick back
promptly, it and the cylinder are excessively worn. If it does kick back on the second test,
check valve seat is either worn, leaking, or dirty.
72-40-06 DECEMBER 1992

Clean cylinder again and repeat first test (tube open). If plunger still does not kick back,
valve is defective. Any unit failing to pass this rough check must be discarded. Discard
both plunger and cylinder since these parts are selectively-fitted and are not
interchangeable.
72-40-10 INTAKE TUBES.
Inspect intake tubes for distortion, cracks and out-of-roundness. All other types of
damage will require replacement of the part as well. Refer to Service Bulletin M-88-13, or
current revisions as applicable.
72-40-11 LUBRICATION SYSTEM.
Visually inspect all parts of the system in accordance with the instructions in Sections 72-
30-03, 07 & 09. Refer to Service Bulletins MSB96-10, CSB96-5, SB96-4, 3394-2, M-88-4,
M-87-7, M-81-23R1, M-78-2, M75-7Rl or current revision as applicable.
72-40-12 FUEL INJECTION SYSTEM.
I
-
I
Further disassembly of the fuel injection system is not recommended unless proper flow
equipment is available. For complete overhaul instructions, see Fuel Injection Overhaul
Manual and Parts Catalog, Form X30593A. Refer to Service Bulletins SID97-3, M-88-10,
M-85-19, and M-70-17, or current revisions as applicable.
72-40- 13 IGNITION SYSTEM.
A. Teledyne Continental Motors recommends replacement of the complete ignition
harness at every engine overhaul. If between major engine overhaul, repairs can be
accomplished according to chapter 74.
6. On engines equipped with pressurized magnetos, the magneto filter should be
inspected at periodic inspection. If inner content of filter is pink, moisture is present
and filter should be replaced. At the same time, inspect hoses for weather checking
and leaking. Magnetos should be disassembled and inspected at each 500 hour
interval according to Magneto Service Manual. Refer to Service Bulletins SID96-6, M-
85-14, MSB94-8, M93-10, M-85-7 and M-78-8, or current revision as applicable.
SPARK PLUGS (See Figure 72-40-13)
Teledyne Continental Motors' aircraft engines utilize the two spark plug per cylinder
configuration to provide a more efficient fuelfair mixture combustion and a safety feature in
the event that one-half of the combined dual ignition system fails to operate due to
adverse conditions. Two basic type spark plugs are used -- fine wire and massive
electrode. Check the current spark plug service bulletin for the correct plug to engine
application. Spark plugs should be removed, cleaned, inspected, gapped or replaced if
found to be defective at each I00 hour interval. (See Figure 72-40-13A, Spark Plugs). As
spark plugs are removed, they should be marked to indicate cylinder position for relating a
particular plug to any cylinder that may possibly have a serious cylinder, piston condition.
When installing spark plugs, insure that there is only one gasket and install in reverse. (72-
40-13B, Reverse Spark Plug procedure). Screw spark plug into cylinder by hand to within
one or two threads of gasket. If resistance is encountered, check threads for
misalignment and cleanliness. Torque to 25-30 foot pounds, or 300-360 inch pounds.
REVISED OCT 97 72-40-0;'

NORMAL ELECTRODECONDITION
Insulator tip gray, tan or light brown. Few combustion
deposits. Electrodes not burned or eroded. Proper
type heat range plug for engine and service. Spark
plug should be cleaned regapped and tested before
reinstallation.
NORMAL WORN-OUT CONDITION

Electrodes eroded by high-voltagesparking and by
corrosive gases formed during combustion to less
than I12 original thickness. More voltage needed to
fire spark plugs - often more than ignition system can
produce. Discard and replace with new spark plugs.
SEVERE WORN-OUT CONDITION

Excessively eroded center and ground electrodes
plus extensive necking of fine wire ground electrodes
indicate abnormal engine power or plugs long over-
due for replacement. Check fuel metering and magneto
timing. Discard spark plugs and check heat range
before installing new ones.
-
ELECTRODEWEAR PATTERNS
Constant polarity occurs with even-numbered cylinder
magnetos. One plugs fires with positive polarity, causing
excessive groundelectrodewear, while the next plug fires
negatively, causing excessive center electrode wear. To
equalize this, rotate as indicated in above figure 12-2.
FIGURE 72-40-13A SPARK PLUGS
FIGURE 7240-13B. REVERSE SPARK PLUG PROCEDURE

72-40-14 EXHAUST SYSTEM. Before proceeding with cleaning and inspection, insure that the exhaust
system is cool. lnspection of the complete exhaust system is to be accomplished every 100
hours of operation and at overhaul. The entire exhaust system should be cleaned and visually
inspected for condition and leaks using the following procedure. Refer to Service Bulletins M-87-
14R1, M-83-3, M-81-16, M-80-24, M-72-22, M-71-21 and M-67-12, or current revisions as
applicable.
A. Cleaning - in order to thoroughly inspect the exhaust system, components must be clean
and free 'of oil, grease, etc. Use a suitable solvent (such as Stoddard solvent), apply by
spraying, allow solvent to drain and wipe dry with a clean cloth.
C4KC.ON. . . Never use highly flammable solvents, wire bmshes or abrasives to clean evhaust
systems and never use a lead pencil to mark any exhaust system component.
B. Visual lnspection - lnspection procedures for 100 hour and overhaul intervals will be the
same, except that during overhaul the complete exhaust system (except turbochargers) will be
disassembled. During 100 hour inspection, items which might hinder inspection may be removed
except multi-segment 'Y" band clamps. (See multi-segment "V" band clamp inspection procedure,
item "G").
C. Pressurized Exhaust System lnspection - Attach a 5 p.s.i. pressure source to the exhaust
tailpipe outlet (possibly a pressure/vacuum cleaner). The pressure source must be of high
volume, dust free air to support exhaust system. After 5 p.s.i. is maintained in exhaust system,
apply soapy water over system and monitor for bubbles. If bubbles are noted, investigate.
D. Stack, Risers, Elbows - lnspect these components for burned areas, cracks and looseness.
During this inspection give special attention to the condition of welded areas and seams for
cracks.
E. Heater Muff - Special attention should be given in the pressurized exhaust system inspec-
tion. If air bubbles arise with the soapy water, replace heater muff.
F. Slip joints, Figure 72-40-14A -Visually inspect slip joints for bulging and cracks.
G. Multi-Segment "V" Band Clamps, Figure 72-40-148 - Clamps located between turbocharger
and tailpipe should first be cleaned using crocus ctoth on the outer band of clamp assernbty.
lnspect spot weld areas for cracks and looseness, inspect the corner radii of clamp inner
segments for cracks using a flashlight and mirror. If clamp has been removed and reinstalled,
inspect inner segment spacing. If inner segments contact after clamp assembly has been
torqued, the clamp assembly must be replaced. Inspect clamp outer band flatness using a
straightedge, especially within two inches of spot weld tabs that retain the 7" bolt fastener,
clearance should be less than .062 of an inch. Clearances in excess of .062 of an inch are cause
for rejection. Inner segment and outer band contact must be 100%.
NOTE. . . When replacement of clamp is required, install new clamp insuring 'V segments go
over exhaust flanges, using a rawhide or plastic mallet, tap clamp circumferentially as clamp is
torqued. Torque clamp nut 35-40 inch pounds. Safety wire clamp Figure 72-40-148.
H. Welding of exhaust system components should be in compliance with manufacture's

recommendations.
INSPECT FOR
BULGES OR
HOTSPOTS
FIGURE 72-40-14A. SLIPJOINT ASSEMBLY.
SPOT
WELDS
MLlST NOT I: b'\
FIGURE 72-40-148. MULTI-SEGMENT "V" BAND CLAMP.

72-40- 15
INSPECTION CHART
Discoloration, Seepage. Clean, inspect. If seepage

continues, replace cylinder.
Corrosion, pitting, scoring. Defects not permissibleafter

removal of glaze.
Bore Diameters Wear in ring traversed area Refer to Table of Limits for
and step at top. Use dial- standard size bore or for
type gage set to zero near oversize bore.
open end of bore.
After honing or roughening Dimensional honing should

of glaze measure bore dia- remove ring step of more
meters, out-of-roundness than 0.002 inch diameter.
and taper. Taper limit (Table of Limits)
must not be exceeded by
honing.
Bore Walls After roughening or honing, Refer to Table of Limits.

inspect scratch pattern and,
if possible, measure surface
roughness in micro inches
RMS of 10% of cylinders as
a quality check.
Stem Holes in Scoring, diameter, flare at Diameters of stem holes in

Valve Guides ends. new guides must be within
limits for new parts and
free of tool marks.
Valve Seats Roughness caused by honing. If seats cannot be made

serviceable by grinding
within width limit,
replace seat.
Cooling Fins Cracks and broken areas. Cracked and/or broken

cylinder head fins may be
repaired, providing a
total of not more than
five square inches is, or
has been removed.
72-40-15. INSPECTION CHART (Continued).
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
Base Flange If attaching nuts were found Allow not over 0.001 inch
loose at disassembly, test out-of-flat on machined
for flatness of mounting face. surface
Pilot Out-of-roundness of pilot

below face flange.
Spark Plug Distortion or improper fit

Thread Insert in cylinder head hole.
Pushrod Housing
Stems Looseness, leakage.
Valve Stems Scoring, nicks in grooves, Polishing must not reduce

wear on tips. diameter below minimum
for new parts.
Valve Heads Use dial indicator to deter-

mine warp. Make sure that
grinding has not cut through
Stellite face of exhaust valve
or entered rounded edge on
intake valve head.
Valve Length Use height gage to detect Stretched valves may fail.
stretch and check for re- Shortened valve may reduce
duction due to tip grinding. ability of hydraulic lifters
to take up lash.
Valve Rockers Contact Foot Scoring, diameter.
Oil Passages Obstruction.
Hub Side clearance between Refer to Table of Limits.

cylinder head supports.
Rocker Shaft Outside Surface Diameter, scoring, rough ends.
CONNECTING
ROD
ASSEMBLY
Bushing Inside Diameter Measure using air gauge with New bushings must be reamed
correct size air plug and within diameter limits for
master setting ring. new parts. Sharp edges must
be broken slightly. (Refer
to Table of Limits, for wear
limits for new bushing and
new bushing alignment).
I Subassembly
And Part Inspect Nature Of Inspection
Special
Considerations
CRANKSHAn
ASSEMBLY
Crankshaft Main Journals Diameters, scoring, burning. Must be polished before
magnetic inspection.
Crankpins Diameters, scoring, burning. Must be polished before

magnetic inspection.
Oil Seal Race Scoring. Must be polished.
Screw Holes Damaged or dirty threads.
Oil Holes Obstructions.
Bending Measure run-out at center

journal and wobble on face
of flange.
Gear Dowel Tight Fit Attempt to pull out by hand

only.
Oil Control Plug Presence Obstruction of oil hole,

tight fit.
Gear Teeth, Screw Burring, scoring, wear enough

Threads to alter profile. Damaged or
dirty threads.
CAMSHAFT
ASSY.
Camshaft Journals Diameter and fit in crankcase Excessive bearing wear may
bearings. Scoring, pitting and be compensated by enlarging
corrosion. bearing and installing over-
size shaft. Refer to "Crank-
case".
Lobes Pitting along toe line, loss Serious pitting not permis-
of slope along toe line, sible. Toe line must taper
width across heel and toe at in relation to axis to rotate
center of length. valve lifters.
Flange Screw Distortion of threads.

Holes
End and Rear Nicks, peening, other Must be smooth to align gear.
Face of Flange irregularities.
Gear Teeth Scoring, burring, pitting,

wear enough to alter profile.
Diameter, Scoring.
Roughness, wear in tang Refer to Table of Limits.
Diameter, scoring, fit

Bearings of rear bearing between
camshaft flanges.
Oil Passages Inspect visually, galleries,

main and camshaft bearing
supply holes, using inspec-
tor's flashlight to illumi-
nate. Probe other oil holes
with brass rod.
Tapped Holes Deformed or dirty threads.
Studs Threads Distortion.
Height Check for backing outs. Refer to Stud Height Table.
Squareness Use toolmaker's square to Refer to Stud Height Table.

check studs suspected of
bending.
Needle Bearing Rollers Roughness or excessive play.
Retainer Mounting Surface Warpage, cracks. Observe

Oil Seal that old seal has been
removed without damage
to retainer.
Oil Filler Neck Tightness Attempt to rock and pull out Must be tight in castings.
by hand only.
Oil Gage Rod Distortion Look for bent blade, obliter-

ated "FULL" and "LOW marks,
loose collar, deformed cap.
Plugs Threads Look for distortion.
Wrench Flats Look for damaged corners.

Subassembly Special
OIL COOLER
ASSY.
Oil Cooler Headers, Fins, lnspect visually for dents,
Core deformed fins, punctures,
stripped plug hole threads,
cracks and scratches.
Machined Warpage and scratches.

Surfaces
Ali Areas Cracks.
Oil Temp.
Control Valve Seat Roughness.
OIL SUMP
ASSY.
Casting Tapped Holes Damaged threads, cracks
around holes.
Mounting
Surfaces Scratches, warpage, cracks.
All Areas Cracks.
Plugs Threads Look for distortion.
Wrench Flats Look for damaged corners.
Oil Suction "Treads, Tube Damaged threads, dented

Tube Filter tube, cracks in tube,
distorted or plugged
filter.
Engine
Mounting Machined Scratches, cracks.
Brackets Surfaces
ACCESSORY
CASE &
OIL PUMP
Chamber All Areas Cracks, scratches on

machined surfaces, restric-
tions in oil holes.
Gearshaft book for scoring, measure Gears must turn freely.

diameter. (Refer to Table of Limits).
Plugs Distorted threads, damaged

wrenching surfaces.
and deformed threads.
Measure diameters and com- Refer to Table of Limits.

pare with bushing diameters.
Scoring, burring or wear

enough to alter tooth profile.
Look for wear on side of

splines and residual sludge.
Bore Diameters Use Telescoping gage and Refer to Table of Limits.

micrometer caliper.
Outside Surface Measure diameter. Look

for scoring, nicks, etc.
Must seat perfectly in
Spread Prussian blue oil

base pigment on face of
plunger, and turn on seat,
all around, plunger face
Measure diameters. Refer to Table of Limits.
See that old oil seal was
seal counterbore.
screen, out-of-round pilot
Cracks, scratches on
machined surfaces, damaged
Roughness or excessive play.

Subassembly Special
And Part inspect Nature Of Inspection Considerations
Check for backout. Refer to Stud Height Table.
Check studs suspected of

bending with toolmaker's
Measure diameters and Refer to Table of Limits.
Scoring, burring or wear
Surface roughness, out-of-

round, excessive depth and
Cracks, scratches on
machined surfaces, damaged
mounting holes.
Shaft Bearing Look for scoring.
Bore Measure diameter.
Oil Seal See that oil seal was removed

without damage to casting.
INDUCTION
SYSTEM
Intake Manifold Flanges Check for warping by placing
flanges on surface plate.
Look for cracks.
Tubes Look for dents, out-of-round

ends, cracks.
Plug Bosses Damaged threads, cracks

around bosses.
Clamps Shape Look for distortion such as

out-of-roundness and lugs
converging.
Subassembly Special
And Part lnspect Nature Of lnspection Considerations
Intake Riser Stud Check for straightness and

thread damage.
FUEL
INJECTION
SYSTEM
Fuel Pump All Areas Cracks, damaged mounting
Adapter holes. lnspect tapped hole.
Measure bore diameter.
Fuel Pump Teeth Look for chipped, cracked

Drive Gear and broken teeth, scoring,
burring and wear enough
to alter tooth profile.
Shaft Measure outside diameter and Refer to Table of Limits.

compare with bore diameter.
Gear Plug Make sure that new plug was

installed after magnetic
particle inspection of gear
and visual inspection for
cleanliness of center bore.
Drive Coupling Fit Check for looseness.
Fuel Pump and Outside Area lnspection is limited strictly

Vapor Separator to visual for evidence of
damage or deterioration.
Fuel Injection
Control Assy.
Fuel Manifold
Valve Assy.
Shroud Assy. All Areas lnspect visually for dents,

cracks and broken joints.
Air Throttle Tapped Holes Damaged threads, cracks

Assembly around holes.
Studs Bent or stripped threads.
All Areas Cracks.
Shaft Check alignment. Measure No wear limits established.

diameter.
1 I
Subassembly Special
Check for warpage.
Fuel Discharge All Areas Look for cracks, flat spots,

Tubes out-of-round ends.
/ Pipe Fittings I Threads Distortion or stripping.
I 1 Wrench Flats Look for damaged corners.
MAGNETO
DRIVE
ASSEMBLY
Gear Teeth Scoring, burring or wear
enough to alter tooth profile.
Shaft Measure diameters and Refer to Table of Limits.

compare with bushing
diameter.
INTENTIONALLY
LEFT
BLANK
SECTION 72-50
ASSEMBLY OF SUBASSEMBLIES
ASSEMBLY OF SUBASSEMBLIES
General
Oil Pump Assembly
Starter and Starter Adapter
Cylinder Assembly
Piston and Ring Assemblies
Pushrod Housing
Crankshaft and Connecting Rods
Camshaft
Crankcase
Fuel Injection, Air Throttle and Metering Assembly

INTENTIONALLY
LEFT
BUNK
72-50-00 ASSEMBLY OF SUBASSEMBLIES
72-50-01 GENERAL
NEW PARTS. Parts which require protection from atmospheric dust and moisture are wrapped
or boxed individually or in sets. These must not be unpacked until they are ready to be
installed. This includes precision bearing inserts and anti-friction bearings. Check other new
parts on receipt for transit damage. Refer to the parts catalog, Form X30597A for part
number of the complete gasket set, the main bearing set, the piston ring set, and sealants and
lubricants, per Chapter 1. All of which must be on hand when work is started. Use only new
shakeproof or split lockwashers, tab washers, elastic stop nuts, cotter pins and annealed,
corrosion-resistantlockwire.
TIGHTENING TORQUES. The accuracy of any torque indicating wrench depends on a smooth
application of force. Do not back up a nut or bolt and leave it in that condition. If part is
accidentally tightened too much, loosen it and retighten it to a value within the specified
limits. If a nut slot cannot be aligned with a cotter pin hole within the specified limits,
substitute another serviceable nut. If the cotter pin hole in stud lies beyond the nut slots
when the nut has been tightened properly, the stud has been improperly installed or has
backed out, or the attached part has been reduced in thickness, or either nut or washer is
incorrect part for that location. The situation must be corrected by whatever replacement is
indicated by inspection.
NOTE. . . Torque load valves are to be applied with the use of clean 50W oil.
-
GENERAL USE TIGHTENING TORQUES FIGURE 72-50-01A.
TABLE OF TIGHTENING TORQUES FIGURE 72-50-01B.
SPECIAL TORQUE VALUES
THREAD
SIZE
Oil Sump Flange Nuts

Crankcase Flange
Magneto to Crankcase
Crankcase Tie Bolt Nut-Nose
Mounting Brackets to Crankcase Nut
Cylinder to Crankcase Studs Nut
Thru Bolt at Cylinder Flange Nut
Gear to Camshaft Bolt
Gear to Crankshaft Bolt
Connecting Rod NU@
Manifold Valve Cover Hold
Down Screw (AN500A8-10)
Fuel Injector Nozzle (With
Anti-Seize Compound)
Rocker Box Cover ~ c r e @
Intake Flange Nut
Oil Cooler to Adapter Bolt
Oil Pump Cover to Accessory Case
Spirotallic Exhaust Gasket Assy.
Attaching Manifold Flange Nuts
Adapter Tach Reduction
Fuel Injection Line Nut
Vapor Separator to Fuel Pump
Oil Temperature Control ~ a l v @
Screen Assy. Scavenge Oil
Pump TS10-360-C
Oil Filter Adapter Locknut
Aneroid Housingto Fuel Pump
Oil Pressure Relief Valve Cap
Tach. Shaft to Oil Pump Drive Gear
Rocker Shaft Hold down nuts
Alternator Shaft Nut
@Tighten two lower screws first.

@
TCMIrecommends a 6 point socket in this torque application.
-
*Torque to low limit if cotter pin will not enter, increase torque gradually up to high limit only. If cotter pin will not enter in this
range, replace nut and repeat. In no case shall nuts be torqued below low limit or over high limit.
72-50-04 March 1989

FIGURE 72-50-01C. PIPE PLUGS
SIZE IN. LBS. FT. LBS.
FIGURE 72-50-011). HYDRAULIC LINE FIUINGS
NOTE. . . Torque loads listed are for use with oil on threads. If cotter pin holes must be
aligned, set torque wrench at low limit and tighten nut to first hole beyond this torque,
except for connecting rods. Stud driving torques apply when studs are coated with lubricant
or sealer.
FINAL CLEANING. Immediately before assembling a group of parts, they should be washed in,
or sprayed with, a clean solvent and dried with dehydrated compressed air.
LUBRICATION. Immediately after final cleaning and before installation, coat all bare steel
surfaces and journals with clean engine lubricating oil, except where special lubricants are
mentioned in the text. In some instances where gears and other running parts are accessible
after assembly in a housing, additional oil should be applied to assure full coverage. Before
installing tapered pipe plugs or straight thread plugs, to prevent seizure and leakage of oil,
coat the male threads with anti-seize compound. Coat both sides of gaskets with lightweight
tight seal compound to assure a perfect seal and to counteract the permanent "set" caused by
compression.
72-50-02 PUMP ASSEMBLY (See Figure 72-10-13)
A. Lubricate oil pump gears (43) with clean engine oil and install in oil cavity.
B. Insert oil pump drive gear (7) through top hole of oil pump cover (6). Carefully insert
shaft of drive gear into oil pump gear (4).
C. As gears are being rotated to insure free gear movement, push drive gear (7) and oil
pump cover inward until cover is squarely seated on oil pump cavity flange of accessory case.
D. Install screws (9) and tab washers (8). Turn screws in until snug and torque 75 to 85
inch pounds. Secure oil pump drive gear (7) using nut (10). Torque nut 280 to 300 inch
pounds. Check gears for freedom of rotation.
72-50-03 STARTER AND STARTER ADAPTER, TSf0-360-A, AB, D, DB OPTIONAL ON TSIO-
360-LB (See Figure 72-10-12A).
A. lnstall worm wheel gear (15) in shielded vise and assemble clutch spring (16) to worm
wheel gear. Secure spring (16) using bolt (18) and tab washer (17).
B. Assemble worm wheel gear (15), clutch spring (16) and bearing (14) to shaft gear
(19).
C. lnstall starter adapter housing (2) in shielded vise. lnstall shaft and clutch assembly
items (14 thru 19) into starter adapter housing (2) turning clockwise to seat clutch
spring (16).
D. Using an arbor press install new bushings (23,24, 25) in accessory drive housing (22).
lnstall new oil seals (26, 27), gear (40), shaft (43) and secure using retaining ring (44).
Install new gaskets (45, 50), covers (46, 51) and secure using attaching hardware (47,
48,49), (52 53, 54).
E. lnstall scavenge pump gears (30, 32) bushing (31) cover (33) and secure using bolt
(38) and tab washer (37). lnstall new o-ring (21) and accessory drive adapter (22) on
starter adapter housing. Secure using attaching hardware (34, 35, 36).
F. lnstall new needle bearing (7) into starter adapter housing. Press bearing (12) onto
worm shaft (8) until it is seated against flange. Install spring (9) woodruff key (10) and
worm gear (1 1). lnsert assembly into adapter housing and secure using retaining ring
(13).
72-50-03 STARTER AND STARTER ADAPTER. TSIO-360-B, BB, C, CB, H, HB & JB (See
Figure 72-10-12B).
A. lnstall worm wheel gear (15) in shielded vise and assemble clutch spring (16) to worm
B. Assemble worm wheel gear (15) clutch spring (16) and bearing (14) to shaft gear (19).
C. lnstall starter adapter housing (2) in shielded vise. lnstall shaft and clutch assembly
spring (16)
D. lnstall bushing (22), gears (25, 27), bushing (26) and cover (28) on cover (21) and
secure with attaching hardware (32, 33). lnstall new o-ring (20) and cover (21) on
starter adapter housing (2). Secure using attaching hardware (29, 30, 31). lnstall new
gasket (36), oil seal (23), cover (37) and secure using attaching hardware (38,39,40).
E. lnstall new needle bearing (7) into starter adapter housing. Press bearing (12) onto
worm shaft (8) until it is seated against flange. lnstall spring (9) woodruff key (10) and
worm gear ( I I). lnsert assembly into starter adapter housing and secure using
retaining ring (13).
72-50-03 STARTER AND STARTER ADAPTER, TSIO-360-E, EB, F, FB, GB, KB, MB, SB
UTSIO-360-E, EB, KB (See Figure 72-10-12C).
A. lnstall worm wheel (17) in shielded vise and assemble clutch spring (18) to worm
B. Assemble worm wheel gear (17), clutch spring (18) and bearing (16) to shaft gear
(211.
C. Install starter adapter housing (2) in shielded vise, lnstall shaft and clutch assembly
spring (18).

D. lnstall bushing (24), gears (29, 31), bushing (30) and cover (32) on cover (23) and
secure using attaching hardware (37, 38). lnstall new o-ring (22) and cover (23) on ~
starter adapter housing (2). On TSIO-360-MB & -SB install lifting eye (55). Secure
using attaching hardware (34, 35, 36). lnstall fittings (27, 28), new oil seal gasket (25,
40), cover (41) and secure using attaching hardware (42, 43, 44).
E. lnstall new needle bearing (7) into starter adapter housing. Press bearing (11) onto
worm shaft (8) until it is seated against flange. lnstall spring (9) woodruff key (10) and
worm gear (12). lnsert assembly into starter adapter housing and secure using
retaining ring (15).
72-50-04 CYLINDER ASSEMBLY (See Figure 72-10-14).
Refer to Service Bulletin SB97-I I , CSB97-IOA, SB97-6, SID97-4A, SlB97-2, CSB96-
13, SB96-12, SB96-7, CSB95-4, MSB93-12, M93-8, M92-4, M88-11, M-85-18, or current
revision as applicable.
A. Each cylinder should have its position number (1 thru 6) stamped on the edge of its
base flange. After disassembly cylinders should have been laid on a bench in order of
position number. Piston pins and pistons should have been kept in order with their
respective cylinder as pistons and cylinders were removed and disassembled. The
piston to cylinder position should have been checked and recorded to insure their
proper placement at assembly.
B. Spread a film of molyshield grease on valve stems (38, 39) and insert them into the
cylinders to which they have been lapped. Grasp valve stems and lift cylinder onto
proper fixture that will support: valve heads. Clamp cylinder base flange to prevent
cylinder from rising. Again apply molyshield grease to valve stems.
C. Temporarily install rocker shaft (11) and thrust washers (12). Secure with attaching
parts (8, 9, 10). lnstall retainers (37), inner and outer springs (35, 36) and rot0 coils .
(34). Compress springs and install keys (33) insuring that they are properly seated
before releasing pressure on springs. Remove cylinder from fixture and stand it
upright on bench in its proper position. Strike each valve stem sharply using a rawhide
mallet to seat the valve stem keys.
D. lnstall new cylinder base packing (32) on the skirt of each cylinder after valve
installation and push packing on until it seats against the flange. Make sure packings
are not twisted. Thoroughly lubricate cylinder walls with clean grade 50 aviation
engine oil.
E. Insert spring (50) in holes on baffle (49) so that hook end faces toward outer end of
cylinder. Using a piece of thin stiff wire with a hook bent into it. Pull free end of spring
up through cylinder fins and hook in groove provided.
72-50-05 PISTON AND RING ASSEMBLY (See Figure 72-10-14).
A. Lubricate pistons and rings liberally with grade 50 aviation engine oil. lnstall rings on
piston being careful to prevent scratching piston with sharp corners of piston ring after
rings are installed. Position first and third ring gaps so they are on top of piston when
installed. Stagger second and fourth ring gaps so they are 180" from that of the first
and third.
72-50-06 PUSH ROB HOUSING (See Figure 72-10-14).
A. lnstall o-ring (17) on cylinder end of pushrod housing (21).
B. lnstall spring (20) on engine end of housing. Keep washers (18) and packings (21)
close by for final assembly.

72-50-07 CRANKSHAFT AND CONNECTING RODS (See Figure 72-10-17).
A. Lay crankshaft (24) on bench with wooden support blocks under front and rear main
journals. Lay out connecting rod assemblies (7 thru 13) opposite crankpins according to
position numbers stamped on bolt bosses. lnstall a new bearing insert (11) in each rod and
cap so their ends project equal distances. Lubricate and install each rod and cap with
position numbers on top when odd numbered rods are extended to the right and even num-
bered to the left. Secure rods and caps with rod bolts (9) and slotted nuts (8). Tighten nuts
to torque specified in Table of Tightening Torques (72-50-01B) and install cotter pins (7).
B. Insert retaining plate and retaining ring with the flat or rough side of the retaining ring
to the outside. lnstall counterweight on crankshaft blade and insert correct pin. Pin is steel
stamped on end with a dash number. See parts catalog, Form X30597A for correct part
number. Secure counterweight with plate and retaining ring installed in same manner.
NOTE. . . Some 360 series engines use four (-41) pins and some use two (-43) and two (-44)
pins. Be sure that each counterweight has the same size pin.
C. Heat crankshaft gear (21) to 300°F., align gear dowel hole with crankshaft dowel and tap
gear onto shaft. Attach gear to shaft with four bolts (20). Tighten bolts to specified torque
and secure with lockwire.
D. Remove spring (5) from crankshaft oil seal assembly and unhook its ends. Coat the lip
of the seal with molyshield grease. Twist the seal and slide it over the crankshaft. Bring
the ends back together. Wrap the spring around the crankshaft in the seal area. Turn the
spring ends in an unwinding direction, then join and allow one end to wind into the other
end. Wih hooked ends opposite the seal split, lift the spring into the seal recess. Work the
remainder in by moving the fingers in both directions from the starting point. Make sure the
spring is in the deepest part of the recess all around.
72-50-08 CAMSHAFT (See Figure 72-10-16).
A. lnstall woodruff key (4) and gear (3) on camshaft (7).
B. lnstall gear (6) on camshaft and secure with four bolts (5). Tighten bolts to specified
torque and secure heads together with lockwire.
72-50-09 CRANKCASE (See Figure 72-10-15).
A. Replace any pipe plugs which may have been removed for cleaning and inspection of
galleries. install new gaskets on machine thread plugs.
B. Spread a film of TCM Gasket Sealant on both sides of gasket (73) and install on
governor pad studs. lnstall cover (72) on governor pad and secure with four spacers (71), plain
washers (70), lockwashers (69), three nuts (61) and one bolt (68). Bolt (68) has been replaced
on current production engines by a stud and nut (61).
C. lnstall " 0 rings (74, 75) and mounting legs (64, 65, 66, 67). Early TSIO/LTSlO-360-E,F
engines incorporate a spacer (92) between the crankcase and mount legs (65, 66) and a spacer
(91) between the crankcase and mount leg (67). On these engines, an "0" ring is installed on
both sides of the spacer. Secure mount legs with attaching parts (47, 48, 49). The turbo
mount bracket (93) is installed on the crankcase under mount leg (64). Secure with attaching
parts (61, 62,63).
D. Turn both crankcase halves open side up. Make sure all squirt nozzles (85) are in
place. Lubricate all cam bearings and main bearings. Install intermediate and rear
main bearing inserts (1, Figure 72-10-17) and front main bearing inserts (2, Figure 72-
10-17). Insert bearings in seats so that edges project equally.
72-50-10 FUEL INJECTION (See Figure 72-50-10).
A. Other than installing fittings there will be no sub-assembly required for the fuel injection
systems except on the TSIO-360-MB & -SB. Fitting orientation charts are provided for
the manifold valves and fuel pumps.
B. On the TSIO-360-MB & -SB (See Figure 72-10-06B) install new gasket (36) and
controller (35) on throttle assembly (18). Secure using attaching hardware (37, 38,
39). Connect linkage assembly (12) to throttle (18) and controller (35) using attaching
hardware (13 thru 16). Install new O-ring (41) and overboost valve (40) on throttle
assembly using attaching hardware (42,43). Install fittings (Figure 72-50-1OD).
NOTE. . . For adjustment of the controller, refer to the aircraft manufacturers instructions.
CAUTlON. . . Use only fuel soluble thread lubricants on any fuel injection system
connection fittings.

I
D D
C
FIGURE 72-50-10A. FUEL MANIFOLD VALVE FITTING LOCATIONS
NOTES
O These fittings are part of Fuel Injection Tube Assemblies See Figures 72-10-06A and 9.

FIGURE 72-50-IOB. AIR THROTTLE AND METERING ASSEMBLY FlmlNG ORIENTATION.

RICH

FIGURE 72-58-IOD. FITTING ORIENTATION, AIR THROTTLE
AND METERING UNIT TSIO-360-MB & SB

INTENTIONALLY
LEFT
BLANK
SECTION 72-60
FINAL ASSEMBLY
FINAL ASSEMBLY
General
Crankcase
Cylinders and Pistons
Accessory Case
Fuel Pump
Starter Drive Adapter
Alternator Assembly
Oil Cooler
Valve Mechanism
Intercylinder Air Baffles
Oil Sump
Induction System
Fuel injection System
Ignition System
Exhaust System
INTENTIONALLY
LEFT
BLANK
72-60-00 FINAL ASSEMBLY
72-60-01 GENERAL. Apply clean engine lubricating oil liberally to all bare steel surfaces, journals,
bearings and bushings, before and/or after installation, depending on accessibility, except
where special lubricants are mentioned.
(See Table of Tightening Torques and Instructions, Section 72-50-OlA, B & C).
Wherever possible, measure clearances of running parts as they are installed. When end
clearances and backlashes cannot be measured with normal thickness gages due to the
inaccessible position of the parts, test for binding and excessive looseness possible by moving
the running parts.
Unless the atmosphere is unusuafly free of dust and airborne grit, it is advisable to cover
openings as soon as possible and to cover assemblies and the partial engine assembly whenever
they are not in the process of being assembled. Cover ail openings into which small parts
might be dropped.
72-60-02 CRANKCASE (See Figure 72-10-06, 72-10-15, 72-10-17 & 72-60-02A thru D).
A. Attach mounting legs of left crankcase to engine assembly stand and support it as
shown in Figure 72-60-02A.
B. Lubricate all main bearing inserts and crankshaft journals. Install packing (4, Fig. 72-
10-17) in front main bearing. Lubricate both thrust washer halves with molyshield grease and
install.
C. Lift crankshaft assembly by No. 1 connecting rod and propeller flange while an assistant
holds No.'s 3 and 5 rods. Carefully lower the assembly into the crankcase bearing. Make
certain the oil seal enters the oil seal cavity. If properly installed, the connecting rod
position numbers will be toward the upper crankcase flange.
D. Lubricate governor driven gear with clean engine lubricating oil and insert it into the
crankcase bore. Lay camshaft assembly in crankcase bearings, meshing spur gear teeth with
crankshaft gear so that timing marks are aligned and turning governor driven gear so it
meshes with governor drive gear (see Figure 72-60-028).
E. With a feeler gauge, measure crankshaft and camshaft end clearance. See Table of
Limits, 72-30-08 for allowable tolerances.
F. Position starter shaft bushing (76, Figure 72-10-15) in place with dowel hole upward.
G. Spread a thin continuous film of No. 3 Aviation Permatex on the left crankcase parting
flange. Take care that the Permatex does not get on any other part. Lay lengths of No. 50
silk thread on parting flange. Thread should be on inside of bolt holes but never on the
flange edge (see Chapter 70 Standard Practices). Stand No. 1, 3 and 5 rods upright being sure
that thrust washers have been installed and are properly seated. Carefully lower the right
crankcase onto the left crankcase.
NOTE. . . Use molyshield grease to hold thrust washers in place.
Rotate the starter shaft bushing as necessary to align the hole with the dowel in the crank-
case.
H. Insert two thru bolts (45, Figure 72-10-15) through the crankcase halves at the nose, two
thru bolts (46) in front of No. 5 cylinder pad, one thru bolt (50) through lower corner of
front mount brackets, one thru bolt (51) at the lower corner of the rear mount brackets, four
thru bolts (52) through No. 3 and 5 cylinder mount pads, two thru bolts (56) below camshaft
level, one thru bolt (59) in lower hole of No. 1 cylinder pad and one thru bolt (60) in upper
hole of No. 1 cylinder mount pad. Tap all thru bolts to a centered position with a non-
marring hammer. These bolts align the crankcase castings and bearings.
FIGURE 72-60-02A LEFT SIDE OF CRANKCASE ON STAND.

FIGURE 72-60-Q2BALIGNMENT OF TIMING MARKS
FIGURE 92-60-02C RIGHT CRANKCASE AND SUPPORT.

FIGURE 72-60-02D TORQUING SEQUENCE
a. Nuts on both ends of thru bolts must be torqued.
b. All studs and thru bolt threads are to be lubricated with oil grade 50, MHS 27, as
per Sealants and Lubricants Chart, Chapter 1-30-00.
c. For torques see "CRANKCASETORQUE VALUES" listed below.
ASSEMBLY PROCEDURE
1. Assemble crankcase halves (See Crankcase Threading Procedure Standard Practices,

Chapter 70).
2, Install thru bolts, cylinder assemblies, and retaining hardware.
3. Torque bolts and nuts to 50% of their specified torque following the sequence shown
in Figure 72-60-02D, Torquing Sequence.
4. Apply final rated torque to all nuts and bolts following sequence shown.
CRANKCASE TORQUE VALUES
Toraue - Inch Lbs. Seauence Number
590-610 at cylinder flange nut. . . . . . . . . . . . . . . . . 1,4,10,13,19b,22b,30a, 33a
440-460 thru-bolt at cad. plated washer . . . . . . . . . . . . . . . . 19a,22a,30b,33b,
440-460 . . . . . . . . 2&3,5 thru 8,11&12,14 thru 17,20&21,23 thru 28,31&32,34 thru 37
275-325 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9,18,29,38
100-125 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 thru 51

90-110. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,40,52
72-60-06 DECEMBER 1992

I. Install, but do not tighten, two sets of attaching parts (35 through 38), a washer (44)
and nut (43) on each end of two thru bolts (45), one set of attaching parts (39 through 42), a
washer (49), lockwasher (48) and a nut (47) on each end of thru bolts (50, 51), a washer (55),
lockwasher (54) and nut (53) on each end of two thru bolts (S), a washer (58) and a nut (57)
on the right crankcase side of two thru bolts (46), washer (58) and nut (57) on the right
crankcase side of thru bolts (59,60).
J. Attach the manifold valve and bracket assembly (22 thru 25, 39 and a), (Figure 72-10-
06) and lifting eye (30, Figure 72-10-15) to backbone and secure using spacers (27, 84)
washers (28), bolts (29)' lockwashers (26) and nuts (25). lnstall throttle body bracket (24)
using attaching parts (18 thru 23). On TSlO 360 C & D engines, install bracket (90) in place
of bracket (24). lnstall bracket (90) on backbone. Install attaching parts (31 thru 34) in
remaining holes of upper parting flange. Attach right mount brackets to the overhaul stand
bed. Rotate stand to place engine in upright position.
K. Again check crankshaft and camshaft end piay, this time using a dial indicator.
72-60-03 CYLINDERS AND PISTONS (See Figures 72-10-1 4 & 72-60-03).
A. Before installing each cylinder and piston, rotate crankshaft to place connecting rod in
its outermost position.
B. Dip piston pin in lubricating oil before installing piston on connecting rod. Lubricate all
cylinder head studs before installation of cylinder assemblies to crankcase. Lubricate piston
and rings liberally with engine lubricating oil.
C. Piston ring gaps should be positioned 180" apart with the first or top ring gap toward
top of piston.
D. Install pistons and cylinders in desired order. It is suggested that Nos. 4 and 5 be
installed first to minimize turning of the crankshaft and to prevent excessive unbalance. Turn
the crankshaft for Nos. 2 and 3 and install the assemblies. Then turn the shaft for Nos. 1
and 6, and install the last two assemblies.
E. Place the piston over the connecting rod with the position number on its head forward.
Push the pin through until it is centered.
FIGURE 72-60-03A INSTALL NO. 6 FIGURE 72-60-03B. TIGHTENING CYLINDER

CYLINDER. BASE NUT.
FIGURE 72-60-04. TORQUING THRU BOLTS
FIGURE 72-60-03C. CYLINDER FLANGE TORQUE

SEQUENCE FOR SINGLE CYLINDER INSTALLATION.
F. Hang a piston ring compressor on the piston skin (Figure 92-60-038). Holding the
cylinder in left arm, center the compressor over the piston rings and compress them fully.
Push the cylinder onto the piston, forcing the compressor off the piston.
G. Remove the ring compressor and start the cylinder base flange onto the holddown studs.
Make sure the base flange packing ring is in place and not twisted. Seat cylinder barrel
flange on crankcase cylinder pad. Install, but do not tighten, attaching parts (24) or (25).
Top four nuts should be installed first, Figure 72-60-03B.
H. After installing all pistons and cylinders, tighten and torque nuts according to sequence
shown in Figure 72-60-02C, Torquing Sequence. For single cylinder installation refer to Figure
72-60-03C for torque sequence.
I. Install spark plugs and gaskets in upper cylinder holes.
72-60-04 ACCESSORY CASE (See Figure 72-10-07). Refer to Serwice Bulletin M-79-15, or current
A. Rotate engine stand to place engine in upright position. Apply a film of TCM gasket
sealant to crankcase side of accessory case gasket (7). Install gasket on crankcase studs.
B. Turning oil pump drive gear (7) of Figure 72-10-13 to mesh with square drive or cam
gear as applicable, install accessory case on crankcase studs.
C. Secure accessory case with attaching hardware (1 thru 6, Figure 72-10-07). Torque
hardware as per general use tightening torques Figure 72-50-0lA.
D. lnstall new gasket (27), cover (26) or tach drive adapter (42, 43, 44) and secure with
attaching hardware (23, 24, 25). lnstall new gaskets (29, 34) and relief valve assembly (30
thru 36) or (28, 31, 32). Using new gaskets (19, 22) install screen (18) and plugs (21). Install
new gasket (17), o-ring (16), oil filter adapter (11), (12) or (13) as applicable, and secure
with attaching hardware (8, 9, 10) or install oil screen assembly (45 thru 48) as applicable.
For torque limits see Table of tightening torques 72-50-01A and general use tightening torques
72-50-01B.
72-60-05 FUEL PUMP (See Figure 72-10-06A or B)
A. lnstall new gasket (I), fuel pump (2) and secure with attaching hardware (32, 33, 34, or
35,36,37).
B. Insuringthat all protective covers are removed, re-connect hoses to original locations.
72-60-06 STARTER DRIVE ADAPTER (See Figure 72-10-12 A, B & C).
A. Apply a thin coat of TCM Gasket Maker to the accessory case flange only.
CAUTION. . . Sealant must be applied sparingly to prevent contamination of the engine

lubrication system.
NOTE. . . Turn gears by hand to be certain they mesh freely before installing sub-assembly on
accessory case mount pad.
B. Lubricate shaft gear and mesh it with crankshaft gear as adapter is pushed into position.
Seat adapter assembly against gasket. Secure using attaching hardware (59 thru 66) or (45
thru 51) or (49 thru 54) as applicable.
72-60-07 ALTERNATOR ASSEMBLY (See Figure 72-10-1 1).
A. lnstall new o-ring (4) on shaft of alternator (2). Lubricate lip of new oil seal (5) and
the polished surface of the drive coupling hub with clean engine oil. Slide hub onto shaft,
over the woodruff key and through the seal lip until seated against inner race of ball bearing.
B. Install hub (6),retainer (8) and bushings (9). Slide gear (10) onto shaft so its drive lugs
are inserted in the rubber bushings.
C. When heavy duty coupling is used, only sleeve (12) is a serviceable item. lnstall
coupling assembly (11) with sleeve (12) in place.
D. lnstall nut (13) and tighten to 175 inch pounds torque. If necessary the nut may be
tightened further to align the cotter pin hole with the nut slots, but do not exceed 200 inch
pounds. lnstall cotter pin (14).
E. lnstall new gasket (1) on accessory case studs and install alternator (2). Secure with
attaching hardware (15) and (1 6).
72-60-08 OIL COOLER (See Figure 72-10-10).
A. lnstall new gasket (8) and oil cooler (7) on adapter (11). Secure using attaching
hardware (4, 5, 6).
B. Install new o-rings (12, 13), new gaskets (14, 17) plug (16) and oil temperature control
valve (15) into oil cooler adapter (11). Refer to torque tables 72-50-01A & B for torque
limits.
72-60-09 VALVE MECHANISM (See Figure 72-60-10 and 72-10-14B)
A. Turn engine stand so engine is in the inverted position. Lubricate exterior surface of
cam lobes and each hydraulic valve lifter face with Dow Corning@ Molykote G-n paste
just prior to installation. Apply oil to socket but not into body oil holes. lnstall all valve
lifters.
I
B. lnstall o-ring (17) on cylinder end of pushrod housing (21). Compress spring (20) and
install retaining cage, 72-10-14B, insert crankcase end of pushrod housing into spring
install one washer (18), packing (19) and washer (18). Insert spring loaded end of
housing into crankcase bore and align opposite end with cylinder head Range hole.
Remove spring compressor cage and allow housing to snap into place.
C. Insert pushrods (16) into cylinder housing and turn crankshaft until both pushrods are
in their lowest position. Lubricate rocker shafts ( I I ) with clean lubricating ~ iand
l insert
in rocker assembly ( I 3, 14, 15). lnstall thrust washers (12). lnstall rocker and shaft on
cylinder rocker studs. Be sure that thrust washers turn freely. lnstall retainers (10) on
both ends of shaft (1I ) . Secure shaft using attaching hardware (8, 9). After tightening
nuts bend ears of tab washers up against flat of nuts. lnstall pushrods and rockers on
remaining cylinders in same manner. Check valve rocker toe to valve stem clearance
per table of limits Figure 7230-08 with lifter flat.
D. Coat cover side of gasket (7) with TCM gasket sealant. Install gaskets and covers (4,
5). Cover (5) is used on cylinder number (2) next to the oil cooler. Oil cooler support
shoe should be installed. Secure using attaching hardware (I, 2, 3).
E. Apply a light film of Loctite pipe sealant to pipe threads of nipples (44) and install in
cylinder intake chamber drain hole. lnstall cylinder drain manifold (22) on each bank
of cylinders.
72-60-10 INTERCYLINDER AIR BAFFLES WS10 360 E, EB, KB, TSlQ E, F, FB, GB,KB, LB,
MB & SB (See Figure 72-10=44A).
A. lnstall baffles (8, 9,12) and secure to support (5) loosely with washer (16) and screw
(4).
B. lnstall baffle assemblies (14, 15) and secure loosely with spacer (2), brackets (1, 7),
washers (16) and bolts (6).
C. lnstall intercylinder baffles (13) and install support (3). Secure with spring and fastener
(10,l I).
D. Make certain that all interconnecting baffle grooves are in place and tighten bolts (6)
and screws (4). lnstall fuel line brackets (17).
72-60-11 REVISED 6CV 97

FIGURE 72-60-10. INSTALLING PUSHROD HOUSING.
FIGURE 72-60-1 1. B O n O M VIEW WITH MECHANISM.
72-60- 12
72-60-11 Olb SUMP (See Figure 72-10-09).
A. Make certain that suction tube (6) is firmly installed in oil sump (8). Rotate engine
stand to place engine in inverted position. Apply a film of TCM gasket maker to sump side of
gasket (7) and lay gasket in position on the crankcase to sump parting flange.
8. lnstall sump (8) on crankcase studs and secure using attaching hardware (3, 4, 5). Care
should be taken to assure a good seal at oil passage in left hand rear corner of sump. lnstall
new gasket (2) and plug (1).
72-60-12A INDUCTION SYSTEM TSIO-360-A, AB, B, BB, H, HB & JB (See Figure 72-10-08A).
A. Install riser and elbow riser assemblies (2 thru 6) using new gaskets (1). Loosely install
attaching hardware (7, 8, 9). lnstall throttle assembly and secure to engine using attaching
hardware (14,15).
B. Slide clamps (10) onto riser assemblies and install hoses (12). Do not tighten clamps at
this time.
C. Make sure riser assemblies are squarely seated on cylinder intake flanges, tighten
hardware (7, 8,9), center hoses (12) and secure with clamps (10).
D. lnstall new gasket (20) and throttle adapter (21) on throttle assembly (13). Secure with
attaching hardware (23, 24, 25). lnstall fittings (26, 27, 35), hose (36) and air reference lines
(16, 18, 28) using new seals (19).
E. lnstall injector nozzles (30 figure 72-10-06A) and sleeve assemblies 31, using new seals
(32), washers (33), (34).
72-60-128 INDUCTION SYSTEM TSIO-3604, CB, D, DB (See Figure 72-10-08B).
A. lnstall riser and elbow riser assemblies (2 thru 6) using new gaskets (1). Loosely install
hardware (15,16).
this time.
C. Make sure riser assemblies are squarely seated on cylinder intake flanges and tighten
hardware (7,8,9). Center hoses (12) and secure with clamps (10).
D. Install new gasket (17) and throttle adapter (18) on throttle assembly (14). Secure with
attaching hardware (19 thru 22). Secure throttle adapter (18) to engine using attaching
hardware (15, 16).
E. lnstall fming (38) and hose (39) into throttle adapter (14). lnstall air reference lines
(25, 26, 27) using new seals (28, 30). Attach air reference line (27) to engine using bracket
and attaching hardware (23, 24, 35, 36, 37). lnstall injector nozzles (30) Figure 72-10-06A and
sleeve assemblies (31) with new washers (33, 34) and seals (32).
92-60-12C INDUCTION SYSTEM TSIO-360-E, EB, F, FB, LTSIO 360 E, EB (See Figure 72-10-08C).
A. Install riser and elbow riser assemblies (2 thru 6) using new gaskets (1). Loosely install
attaching hardware (7, 8, 9). Install throttle assembly and secure to engine using attaching
hardware (14, 15).
this time.
D. Using hoses (26), clamps (25), connect induction tubes (27, 28) to throttle adapter (36)
and throttle adapter (36) to throttle assembly (13) using new gasket (40) and attaching
hardware (8, 9, 37, 88). lnstall overboost valve (30) using new o-ring (29) onto induction
tube (28).
E. lnstall fittings (39) and air reference lines (16, 18, 20) into air throttle adapter (36)
using new seals (17, 19). lnstall injector nozzles (30) Figure 72-10-06A and sleeve assemblies
(21) using new washers (23, 24) and seals (22). lnstall fitting (34) and hose (35) into throttle
assembly.
72-60-120 INDUCTION SYSTEM TSlO-360-GB, LB (See Figure 72-10-08D).
hardware (14, 15).
this time.
D. Using hoses (26), clamps (25, 35), connect induction tubes (27, 28) to throttle adapter
(36) and throttle adapter (36) to throttle assembly (13) using new gasket (40) and attaching
hardware (8, 9, 37, 38). lnstall overboost valve (30) using new o-ring (29) onto induction tube
(28).
E, lnstall fittings (39) and air reference lines (16, 18, 20) into air throttle adapter (36)
using new seals (17, 19). lnstall injector nozzles (30) Figure 72-10-06A and sleeve assemblies
(21) using new washers (23, 24), seals (22). Install fitting (34) and hose (35) into throttle
assembly.
72-60-12E INDUCTION SYSTEM L/TSIO-360-KB (See Figure 72-10-08E).
hardware (14, 15).
B. Slide clamps (10, 11) onto riser assemblies and install hoses (12). Do not tighten clamps
at this time.
hardware (7, 8, 9). Center hoses (12) and secure with clamps (10, 11).
D. Using hoses (26) and clamps (25, 35), connect induction tubes (27, 28) to throttle adapter
(36) and throttle adapter (36) to throttle assembly (13) using new gasket (40) and attaching
hardware (8, 9, 37, 38). lnstall overboost valve (30) using new o-ring (29) onto induction tube
(28).
E. Install fittings (39), air reference lines (16, 18, 20) into air throttle adapter (36) using
new seals (17, 19). lnstall injector nozzles (30) Figure 72-10-06A and sleeve
assemblies (21) using new washers (23, 24), seals (22). lnstall fitting (34) and hose
(35) into throttle assembly.
72-60-12F INDUCTION SYSTEM TSIO-360-MB, SB (See Figure 72-10-08F).
A. lnstall throttle assembly on engine using attaching hardware and brackets (36 thru 40).
I
Using new gasket (22) attach induction manifold (14) to throttle assembly. Secure with
attaching hardware (23, 24).
B. Loosely assemble induction tubes (2 thru 7) to cylinder assemblies with flanges and
attaching parts (8 thru II ) . lnstall hoses ( I 3) and secure with clamps (12). Tighten
nuts ( I I ) securing flanges (8) and tubes (2 thru 7).
C. lnstall induction tubes (19, 33) and aftercooler (20). Secure with hoses and clamps
(18) and (35). lnstall air reference lines (21, 29, 31) with new seals (30). Install
injector nozzles (20) Figure 72-10-06B and sleeve assemblies (25) with new washers
(27, 28), seals (26).
72-60-13A FUEL INJECTION (See Figure 72-100-06A).
A. Fuel injector nozzles and air reference sleeves were installed during induction system
assembly.
B. lnstall manifold valve assembly (28) on engine using bracket (40) and attaching
hardware (22, 231 24, 25, 39).
C. Connect fuel discharge tubes (29) to manifold valve and injector nozzles. lnstall fuel
hoses (34) and (41).
72-60-13B FUEL INJECTION TSIO 360 MB & SB (See Figure 72-10-06B).
A. Fuel injector nozzles and air reference sleeves were installed during induction system
I
assembly.
€3. lnstall manifold valve (44) on engine using bracket (46) and attaching hardware (47
thru 53)
C. Connect fuel discharge tubes (19) to manifold valve and injector nozzles. Secure fuel
discharge tubes using brackets (27,28) and attaching parts (29, 30, 31).
5. lnstall fuel hoses (22, 23, 24).
72-60-14 IGNITION SYSTEM (See Figure 72-10-05).
NOTE. . . Timing marks for the UTSlO are on the outer edge of the crankshaft propeller
flange, and for all others on the outer edge of the crankshaft counterweight blade between
cylinders 2 and 4. The inspection plug between cylinders 2 and 4 on the left top side of
the crankcase must be removed to view the marks on the crankshaft.
A. Plug one spark plug hole of No. 1 cylinder and place a thumb over the other plug hole.
Have a second person stand at the front of the engine and turn the crankshaft
counterclockwise (clockwise for LTSlO engines) until pressure is felt on the thumb. No.
1 piston is coming up on the compression stroke. To time the LITSIO, hold a
machinist square so its base is along the crankcase vertical parting line above the
crankshaft and the arm of the square is pointing outward past the crankshaft propeller
flange. Turn the crankshaft

clockwise until the 20 degree Before Top Center mark on the flange is aligned with the
crankcase parting line. For other engines, remove the inspection hole plug and turn the
crankshaft counterclockwise until the 20 degree BTC mark appears in the center of the
inspection hole. A timing device as described in Service Bulletin M82-12 or current revision
as applicable may also be used.
B. Remove inspection hole plug from magneto. Turn magneto coupling until painted
chamfered tooth on the distributor gear is approximately centered in the inspection hole.
Hold magneto in its approximate installed position. Note carefully the position of the coupling
drive lugs.
C. Lubricate the gear support shaft with clean lubricating oil, and install drive gear
assembly (35 thru 38), so the slots of the drive bushings will be in the approximate position
for aligning with drive coupling lugs. lnsert retainer (34) into gear hub slot. Apply a film of
Molyshield grease to each of the new rubber bushings (33). lnsert the bushings into the
retainers, rounded long edges first.
D. Place a new gasket (8) on flange of magneto. lnstall magneto carefully so drive
coupling lugs mate with slots of drive bushings. lnstall and snug down but do not tighten,
two sets of attaching parts (6, 5, 4).
NOTE. . . The LTSIO-360E, EB & KB are counter-rotational.
E. lnstall the ignition harness assemblies. Secure each outlet plate (26) with four sets of
attaching parts (3, 2).
F. Connect a timing light lead to the magneto ground terminal (or according to manufac-
turer's instructions). Tap magneto case with a non-marring hammer, counterclockwise (from
the rear) to make certain the points are closed. After timing light indicates points are
closed, tap the magneto lightly clockwise (counterclockwise for LTSIO) until the points are
open. Tighten magneto attaching nuts. lnstall magneto pressurization lines (TSIO-360GB4,
LB6 & MB).
G. Check timing by backing up crankshaft approximately five degrees and tapping gently
forward until timing light indicates opening breaker points. If timing is correct, the points
will open at the 20 degree mark (midway between the 16 and 24 stamped on the crankshaft).
The crankshaft has marks in two degree increments with 16 and 24 at each extreme.
H. Apply BG mica thread lubricant to first three threads of spark plugs (1). lnstall plugs
and gaskets in cylinders. lnsert ignition cable terminals into plugs and screw cable coupling
nuts onto plugs. Make certain conduits are not kinked or interfering with some other part.
Attach brackets and tighten all coupling nuts.
FIGURE 72-60-14A. COUPLING DRIVE LUGS

FIGURE 72-60-148. WIRING DIAGRAM
72-60-16
EXHAUST SYSTEMS, all models, Refer to Service Bulletin M-81-25, or current
72-60-15A EXHAUST SYSTEM LITSIO-360 E, EB & KB (See Figure 72-10-18A).
A. Place engine in inverted position, install new gaskets (I), exhaust risers (3 thru 8),
elbows (9,10), manifold ( I I ) and secure with attaching hardware (14).
B. Install turbocharger (18) using attaching hardware (25 thru 27), support bracket (20),
and clamp (19). Insert wastegate (13) between manifold (11) and tailpipe (12).
Secure tailpipe to turbocharger using clamp (19) and attaching hardware (21, 22, 23,
24).
C. Install fittings (28, 29, 38, 39) on turbocharger, connect hose (30), check valve (36)
and secure with attaching parts (32 thru 35, 42, 43).
72-60-15 8 EXHAUST SYSTEM TSIO-360 F, FB (See Figure 72-10-188).
A. Place engine in inverted position, install new gaskets (I), exhaust risers (2 thru 7) and
secure to cylinders using attaching hardware (14).
B. lnstall exhaust elbow (8) manifold (9) and secure using attaching hardware (12, 13, 15,
16). Attach turbocharger (17) to exhaust manifold using clamp (18).
C. Slide wastegate (11) onto manifold, slip other end onto tailpipe assembly as it is
installed on turbocharger and secure by clamp (18).
D. Install fittings (28 thru 31), (19, 20), oil line (21), hoses (27,34) and check valve (26).
Secure using attaching hardware (22 thru 25), (32, 33).
72-60-15C EXHAUST SYSTEM TSIO-360 GB & LB (See Figure 72-10-18C).
A. Place engine in inverted position, install new gaskets (lo), exhaust risers ( I thru 7)
and secure to cylinders using attaching hardware (11).
B. Bracket (14) should have been installed during crankcase assembly. Attach
turbocharger to bracket using turbocharger hardware. Connect turbocharger to cross
tube with clamp (13).
C. Slide wastegate onto cross tube, slip other end onto tailpipe (8) as it is installed on
turbocharger and secure by clamp (13).
D. Install fittings (15, 18, 19) into turbocharger, attach hoses (20, 24, 27), check valves
(17, 21) and secure to engine using clamps and attaching hardware (28 thru 30), (22,
23, 25, 26).
72-60-151) EXHAUST SYSTEM TSIO-360 MB, SB (See Figure 72-10-181)).
A. Place engine in inverted position and install new gasket (67), exhaust risers, elbows (4
I
thru 8). Attach riser (8) and elbow (7) using attaching hardware (64, 65). Secure
risers to cylinders using nuts (66).
€3. Attach bracket (19) to engine bracket using attaching hardware (51 thru 54). Attach
turbocharger to inlet manifold and support bracket (19) using new gasket (59). Secure
using attaching hardware (60 thru 63).
REVISED 6CT 97 72-60-17

C. Loosely assemble tailpipe (9) to turbocharger with clamp (10). Install new gaskets
(14) and wastegate (11). Secure to tailpipe and inlet manifold using attaching
hardware (15 thru 17). Tighten clamp (10).
D. Install new gaskets (26, 28) and adapter (25, 27) on turbocharger securing with
attaching hardware (55 thru 58). Connect hoses (20, 32, 30, 49) and check valves
(29, 50) to proper fittings and secure to engine using attaching hardware (33 thru 43).
E. Install fittings (12, 13) in wastegate and connect hoses (21, 22). Connect all opposite
hose ends to their proper fittings.
SECTION 72-70
TESTING AFTER OVERHAUL
72-70-00 TESTING AFTER OVERHAUL
Test Stand
Test Club
Cooling Air Scoop
Induction Air Intake
Exhaust System
Controls
Electrical Wiring
Instruments
Breather
Fuel System
Governor Pad Cover
Engine Test
Starting Procedure
Overhaul Test Run
Test Flight
INTENTIONALLY
LEFT
BLANK
72-70-00 TESTING AFTER OVERHAUL.
72-70-01 TEST STAND. After each major overhaul, engine performance should be tested and new parts
run-in while the engine is mounted on a rigid test stand, enclosed in a cell of such design
that recirculating air is held to a minimum. The engine stand should be constructed in a way
to permit accessibility to all engine lines and instrument connections and to permit frequent
inspection of all points of possible leakage. All tubes, wires, rods and cables used to connect
instruments and controls should be well supported, and of sufficient flexibility to permit them
to be moved out of the way during installationand removal of the engine.
NOTE . . . When necessary, the airframe can be considered a suitable test stand for running
in overhauled engines. Refer to Service Bulletin M88-7 or current revision as applicable.
72-70-02 TEST CLUB. Unless a dynamometer is used to apply controlled loads to the crankshaft, it
will be necessary to install a wood test dub such as those supplied by the Hartzell Propeller
Fan Co., Piqua, Ohio. Test clubs are supplied in standard diameters and must be customized as
required. After customizing they should be calibrated with a torque meter.
72-70-03 COOLING AIR SCOOP. The scoop must be designed to fit over the tops of all cylinders, with
padded seals for rear cylinders and valve rocker covers, to direct an adequate flow of air
downward through the cylinder fins. Vanes are necessary to direct cooling air to the center
cylinder and the oil cooler. CHT should not vary more than 50°F. beween coolest and hottest
cylinders. Provide an air duct to the alternator vent tube.
72-70-04 INDUCTION AIR INTAKE. An air filter and housing should be attached to the inlet flange.
The filter area must be sufficient to avoid restriction of air flow. Always clean filter before
each test.
72-70-05 EXHAUST SYSTEM. For testing purposes the exhaust system supplied by the airframe
manufacturer should be installed.
72-70-06 CONTROLS. The only controls required are a mixture control and throttle control capable of
operating the fuel control and metering shafts through their complete ranges, and a standard
twin magneto switch connected to the magneto ground terminals.
72-70-07 ELECTRICAL WIRING. A storage battery must be connected by a No. 0 stranded copper cable
from its positive terminal to the power terminal of the starter or starter solenoid. The battery
negative terminal must be connected to the engine or both battery terminal and engine may be
grounded. A small insulated wire should connect the starter solenoid coil terminal to a 5
ampere pushbutton switch. The other switch terminal must be connected to the engine or both
to common ground.
72-70-08 INSTRUMENTS. The control panel should be equipped with the following calibrated engine
instruments:
A. A mechanically driven (counterclockwise, 1/2 engine RPM) tachometer and flexible shaft
assembly is required.
B. An oil pressure gage and tube connection.
C. An oil temperature gage and capillary assembly.
D. A cylinder head temperature gage and wiring to each cylinder. (See test operating
limitationsfor different maximum temperatures).
E. A water manometer with rubber hose connection to the vacuum pump oil return hole at
the rear of the crankcase.
F. An ammeter connected in the generator or alternator circuit.
G. Fuel flow gage or fuel pressure gage.
H. An exhaust gas temperature gage.
I. Manifold pressure gage.
72-70-09 BREATHER. A substantial hose of 3/4 inch ID should be securely clamped over crankcase
breather elbow and support so as to lead to a point above and to the rear of engine.
72-70-10 FUEL SYSTEM. The test stand fuel system is to incorporate an auxiliary pump capable of
delivering fuel to and through engine system at a pressure of 2.5 to 4.0 p.s.i. indication on
fuel pressure gage. Means of determining, by weight, fuel consumption for given periods of
time and a specific percentage of power should also be included. Connect stand fuel supply
line to upper elbow projecting from left side of fuel pump shroud. Connect fuel pump-to-
supply tank return line to upper elbow projecting from right side of fuel pump. Connect fuel
pressure gage line to the fitting projecting from the center rear of fuel manifold valve.
72-70-11 GOVERNOR PAD COVER. A removable oil transfer tube conducts oil under pressure from the
front main bearing through the crankshaft to the propeller hub. Crankshafts are equipped with
an oil transfer collar to supply the governor controlled oil to the crankshaft for use with an
oil controlled propeller. When a test club or fixed pitch propeller is used for testing purposes,
the governor pad cover must have an internal grooved surface to allow the circulating oil to
lubricate the oil transfer collar. The governor pad cover is not needed if a propeller governor
is installed.
72-70-12 ENGINE TEST. (See Test Schedule 72-70-14) Refer to Service Bulletins M-88-7, M-87-20 and
M-87-9, or current revisions as applicable.
A. Make one check on performance of each magneto alone at 2100 RPM. Clear spark plugs by
operating with both magnetos on for a few seconds between checks.
B. Take instrument readings at the beginning, in the middle, and at the end of the full
throttle period. Take one reading during each of the other periods as soon as conditions have
stabilized.
NOTE . . . The maximum allowable cylinder head temperature and the maximum allowable oil
temperature must not be exceeded at any time during the test.
C. Extend the second period of each test schedule, if necessary, to raise the oil temperature
to 10oO.
D. Run the engine according to the schedule in this section after a major overhaul. (Standard
Acceptance Test).
NOTE . . . If tests must be conducted in extremely cold weather, it may be necessary to

shield the crankcase from the cooling air stream, since it takes some heat from the oil.
72-70-13 STARTING PROCEDURE.
A. Open throttle to approximately 900 to 1200 RPM position.
B. Turn magneto switch to "BOTH" position.
C. Press boost pump button and hold it until 2.5-3.0 or 4.0 p.s.i. nozzle pressure depending
on type pump used is obtained; then release boost pump button and press starter button.
NOTE . . . During operation of the starter, the boost pump may be used intermittently to
maintain 2.5 to 3.0 or 4.0 p.s.i. nozzle pressure depending on type pump used. DO NOT use
boost pump after engine is running smoothly.
72-70-1 4
OVERHAUL TEST RUN
STANDARD ACCEPTANCE TEST
Period Time-Minutes RPM
1200
1600
2450
@ @ Rated RPM
@ @ @ Engine Parameter Checks
2450
@ ldle RPM 6 0 0 25
~
@ 2450
@ 2450
90 TOTAL MINUTES
@ Adjust Engine - Fuel Row and Pressure (Reduce RPM For Adjustments)
@ Check Fuel System, Oil Pressure, Oil Temperature, M.A.P., C.H.T. and Alternator.
@ Magneto drop and spread to be taken at 2100 RPM. Engine must be throttled to specified RPM
and temperature allowed to settle out before taking magneto drop and spread.
@ -
Cooling Period 300' Max. C.H.T. Before Shut-Down, Recheck ldle Adjustments.
@ Runs 8 And 9 Must Be Made With Stops For Leak Checks At The End Of Each Run. The
engine will not be accepted until two successive 15 minute runs are made with no leaks.
@ See Operating Limits Section 77-10-00.

72-70-14
OIL CONSUMPTION DETERMINATION
Period Time-Minutes RPM
5 1200
5 1600
5 2450
10 @ @ Rated RPM
10 @ @ @ Engine Parameter Checks
5 @ Idle RPM 600 25 +
Stop engine, drain oil, weigh oil in for oil consumption determination.
5 a@ Warm Up to Rated RPM

(Minimum 1200 RPM)
30 @ @ 2450
5 @ Idle RBM 600 + 25
* After test schedule is completed, stop engine, drain, weigh oil and record.
--
@ See Operating Limits Section 77-10-00.
@ Adjust engine -fuel flow and pressure (Reduce RPM for adjustments).
@ Check fuel injection, oil pressure, oil temperature, M.A.P., C.H.T. and alternator.
@ Magneto drop and spread to be taken at 2100 RPM. Engine must be throttled to specified RBM
and temperature allowed to settle out before taking magneto drop and spread.
@ Refill sump with clean oil.
@ Readings must be recorded after completion of each 10 minute interval during run.
@ Cooling period 300' Max. C.H.T. before shut-down, recheck idle adjustments.
@ For maximum oil consumption, refer to Section 72-00-00 Engine Specifications.

72-70-14 OVERHAUL TEST RUN TEST OPERATING LIMITS
ENGINE MODEL RATED MAX. CONT. BHP REC. MAX CRUISE BHP
Crankshaft Speed RPM -

Rated Maximum Continuous Operation ............A,AB,B,BB,C,CB,D,DB,H,HB,JB,KB, 2800
Rated Maximum Continuous Operation ........................................................... EB,FB, 2575
Rated Maximum Continuous Operation ....................................................GB,LB,MB, 2700
I Rated Maximum Continuous Operation .................................................................SB, 2600
Rated Maximum Take-OFF ...............................A,AB,B,BB,C,CB,D,DB,H,HB,JB,KB, 2800
Rated Maximum Take-Off ......................................... .. ..... ..... . .... .. ... ........ EB,FB, 2575
Rated Maximum Take-OFF ....................................................................... GB,LB,MB, 2700
I Rated Maximum Take-OFF ....................................................................................
Recommended Max. for Cruising (75% Power)........................................ AABB,BB 2600
SB, 2600
Recommended Max. for Cruising (75% Power).......................................C,CB,D,DB, 2500

I Recommended Max. for Cruising (75% Power).............................EB,FB,GB,LB,MB, 2450
Recommended Max. for Cruising (75% Power).............................................. KB,SB, 2500
Intake Manifold Pressure (In. Hg.)
Maximum Take-Off ......................................................................See Performance Chart
Maximum Continuous .................................................................... See Performance Chart
Recommended Continuous Max. for Cruising ............................... See Performance Chart
Fuel Control System .................................................. Continental Continuous Flow Injector
Unmetered Fuel Pressure (P.S.I.G.) ................................(See Operating Limits 77-00-04)
Fuel (Min. Grade).................................................................Aviation Grade 100 to 100LL
Oil: (First 25 hours of operation) .......................................... Mineral (non-detergent) Oil or
........................................ Corrosion Preventive Oil Corresponding to MIL-C-6529 Type II
Normal Service
All Temperatures ................................................................................................ 15W-50
Below 50°F Ambient Air (Sea Level) ..................................................... SAE 30 or 1OW-30

Above 30°F Ambient Air (Sea Level) ................................................................... SAE 50
Oil Sump Capacity ............................A,AB, B,BB, C,CB, D,DB, H,HB, JB - 10 U.S. Quarts
......................................... E,EB, F,FB, G,GB, LITS10360-KB, LB, MB, SB - 8 U.S. Quarts

Max. Oil Consumption (Lb./BHP/Hr. Max. at rated power at RPM)
ALL MODELS -
.006 LBS. X % POWER

100
Oil Pressure
Idle, Minimum psi, (All Models) ...................................................................................... 10
Normal Operation, psi (TSIO-360- A,AB,B,BB,C,CB,D,DB,H,HB,JB) .....................30 to 60
Normal Operation, psi (TSIO-360- E,EB,F,FB,G,GB,KB,LB,MB,SB) ...................... 30 to 80 1
Oil Temperature
Minimum for Take-Off ............................................................................... All Models 100" F
Maximum Allowable ....................................................................................... 110°C/2400F
Recommended Cruising...................................................................710-820C/1600F-1 80°F

72-70-15 TEST FLIGHT.
Refer to Service Bulletins M-76-19R1 and M-67-12, or current revisions as applicable.
Ambient air and engine operating temperatures are of major concern during this test flight.
Do a normal pre-flight run-up in accordance with the aircraft flight manual. Conduct a
normal take-off with full power and monitor the fuel flow, RPM, oil pressure, cylinder head
temperatures and oil temperatures. Reduce to climb power in accordance with the flight
manual and maintain a shallow climb attitude to gain optimum airspeed and cooling. Rich
mixture for all operations except lean for field elevation where applicable and lean to maintain
smoothness during climb in accordance with airframe manufacturer's operating instructions.
Level flight cruise should be at 75% power with best power or richer mixture for the first
hour of operation. The second hour power settings should alternate between 65% and 75%
power with the appropriate best power mixture settings. Engine controls or aircraft attitude
should be adjusted as required to maintain engine instrumentation within specifications.
Descent from high altitude should be accomplished at cruise power settings, with the mixture
control positioned accordingly.
C4UTION . .. Rapid descents at high RPM and idle manifold pressure are to be avoided.
During descent, monitor cylinder head and oil temperatures, maintaining 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 performance. If the outside air is ex-
tremely 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.
Any discrepancies detected during test flight or any final adjustments necessary should now be
made. The engine can be operated in normal service in accordance with the aircraft flight
manual.
SECTION 72-80
ENGINE PRESERVATION
72-80-00 ENGINE PRESERVATION
72-80-01 General
72-80-02 Flyable Storage
72-80-03 Temporary Storage
72-80-04 Indefinite Storage
INTENTIONALLY
LEFT
BLANK
72-80-01 GENERAL.
Refer to Sewice Bulletin M-84-10R1, or current revision as applicable.
Engines in aircraft that are flown only occasionally tend to exhibit cylinder wall corrosion
more than engines in aircraft that are flown frequently.
Of particular concern are new engines or engines with new or freshly honed cylinders after a
top or major overhaul. In areas of high humidity, there have been instances where corrosion
has been found in such cylinders after an inactive period of only a few days. When cylinders
have been operated for approximately 50 hours, the varnish deposited on the cylinder walls
offers some protection against corrosion. Hence a two step program for flyable storage
category is recommended.
Obviously, even then proper steps must be taken on engines used infrequently to lessen the
possibility of corrosion. This is especially true if the aircraft is based near the sea coast or in
areas of high humidity and flown less than once a week.
In all geographical areas the best method of preventing corrosion of the cylinders and other
internal parts of the engine, is to fly the aircraft at least once a week, long enough to reach
normal operating temperatures, which will vaporize moisture and other by-products of com-
bustion. In consideration of the circumstances mentioned, TGM has listed three reasonable
minimum preservation procedures, that if implemented, will minimize the detriments of rust
and corrosion. It is the owner's responsibility to choose a program that is viable to the
particular aircraft's mission.
Aircraft engine storage recommendations %rebroken down into the following categories:
A. Flyable Storage (Program I or li)

8. Temporary Storage (up to 90 days)
C. Indefinite Storage
72-80-02 FLYABLE STORAGE (Program Ior 11).
Program I - Engines or cylinders with less than 50 operating hours:

a. Propeller pull thru every 5 days as per paragraph 2; and
b. Fly every 15 days as per paragraph 3.
Program It - Engines or cylinders with more than 50 operating hours to TBO if not
flown weekly:
a. Propeller pull thru every 7 days as per paragraph 2; and
b. Fly every 30 days as per paragraph 3.
1. Service aircraft per normal airframe manufacturer's instructions.
2. The propeller should be rotated by hand without running the engine. For 4 and 6
cylinder straight drive engines, rotate the engine six revolutions. Stop the propeller 45O
to 90O from the original position. For 6 cylinder geared engines, rotate the propeller 4
revolutions and stop the propeller 3Q0to 600 from the original position.
CAUTION . . . FOR MAXIMUM SAFETY ACCOMPLISH ENGINE ROTA TION AS FOLLOWS:
a. Verify magneto switches are "OFF

b. Throttle position "CLOSED"
c. Mixture control "IDLE CUT-OFF
d. Set brakes and block aircraft wheels
e. Leave aircraft tiedowns 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 represerved in
accordance with "B" (T'emporary Storage) or "C" (Indefinite Storage). Ground running is
not an acceptable substitute for flying.
NOTE . . . If "b." in programs 1 and 11 cannot be accomplished on schedule due to

weather, maintenance, etc., pull the propeller thru daily as soon as possible.
It is necessary that for future reference, if required, the propeller pull thru and flight
time be recorded and verified in the engine maintenance record/log with the date, time
and signature.
72-80-03 TEMPORARY STORAGE (Up to 90 Days).
1. Preparation for Storage
a. Remove the top spark plug and spray preservative 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 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 circumference 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 1 Oils:
NOX RUST VCI-105 Daubert Chemical Company

4700 S. Central Avenue
Chicago, Illinois
312-496-2327
b. 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.
c. Re-install spark plugs.
d. Apply preservative to engine interior by spraying the above specified oil (approxi-
mately two ounces) through the oil filler tube.
e. Seal all engine openings exposed to the atmosphere using suitable plugs, or moisture
resistant tape, and attach red streamers at each point.
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
PRESERVED." PRESERVATION DATE
NOTE . . . If 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.
2. Preparation for Service:
a. Remove seals, tape, paper and streamers from all openings.
b. With bottom spark plugs removed from the cylinders, hand turn propeller several
revolutions to clear excess preservative oil, then re-install spark plugs.
c. Conduct normal start-up procedure.
d. Give the aircraft a thorough cleaning and visual inspection. A test flight is recom-
mended.
72-80-04 INDEFINITE STORAGE.
1. Preparation for Storage:
a. Drain the engine oil and refill with MIL-C-6529 Type II. The aircraft should be
flown for thirty (30) minutes, reaching, but not exceeding normal oil and tempera-
tures. Allow engine to cool to ambient temperature. Accomplish steps "1.a." and
"1.b." of Temporary Storage.
NOTE . . . MIL-C-6529 Type I1 may be formulated by thoroughly mixing one part

compound MIL-C-6529 Type I (Essor Rust-Ban 628, Cosmoline No. 1223 or equiva-
ient) with three parts new lubricating oil sf the grade recommended for service (all
at room temperature). Single grade oil is recommend&.
b. Apply preservative to engine interior by spraying MIL-L-46002, Grade 1 oil (ap-

proximately two ounces) through the oil filler tube.
2. Install dehydrator plugs MS27215-1 or -2, in each of the top spark plug holes, making
sure that each plug is blue in color when installed. Protect and support the spark plug
leads with AN-4060 protectors.
3. 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 p.s.i.
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.
4. If the carburetor is removed from the engine, place a bag of desiccant in the throat of
the earburetor air adapter. Seal the adapter with moisture-resistant paper and tape on a
cover plate.
5. The TCM fuel injection system does not require any special preservation preparation. For
preservation of the Bendix RSA-7DA1 fuel injection system, refer to the Bendix Opera-
tion and Service Manual. Not applicable for 0-470 Model engines.
6. Place a bag of desiccant in the exhaust pipes and seal the openings with moisture-
resistant tape.
7. Seal the cold air inlet to the heater muff with moisture-resistant tape to exclude
moisture and foreign objects.
8. Seal the engine breather by inserting a dehydrator MS27215-2 plug in the breather hose
and clamping in place.
9. 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.
10. 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." PRESERVA-
TION DATE
PROCEDURES NECESSARY FOR RETURNING AN AIRCRAFT TO SERVICE ARE AS FOLLOWS:
1. 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.
WARNING ... When returning the aircraft to service do not use the corrosion preven-
tive oil referenced in paragraph C.1.a. for more than 25 hours.
3. If the carburetor has been preserved with oil, drain it by removing the drain and vapor
vent plugs from the regulator and fuel control unit. W i h the mixture control in "Rich"
position, inject service type gasoline into the fuel inlet at a pressure not to exceed 10
p.s.i. 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.
6. Give the aircraft a thorough cleaning, visual inspection and test flight per airframe
manufacturer's instructions.
AIRCRAFT STORED IN ACCORDANCE WITH THE INDEFINITE STORAGE PROCEDURES

SHOULD BE INSPECTED PER THE FOUOWING INSTRUCTIQNS:
1. 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, all desiccant materiil on the engine should be replaced.
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: Inspect 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.
The above procedures are a general recommendation for our customers. Since local conditions
are different and Teledyne Continental Motors has no control over the application, more
stringent procedures may be required. Rust and corrosion prevention are the owner's responsi-
bility.
INTENTIONALLY
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BLANK
CHAPTER 73
ENGINE FUEL SYSTEM
73-06-00 ENGINE FUEL SYSTEM
73-IQ-OQ SET-UP PROCEDURE
73-10-01 Turbocharged Engines
73-10-02 Special Set-Up Procedures
73-10-03 Fuel System Pressure and Flow Value Charts
73-10-04 Fuel System Troubleshooting Chart

INTENTIONALLY
LEFT
BLANK
73-00-00 ENGINE FUEL SYSTEM
The fuel injection system is of the multi-nozzle, continuous-flow type which controls fuel
flow to match engine requirements. Any change in air throttle position, engine speed, deck
pressure, or a combination of these causes changes in fuel pressure in the correct relation to
the engine requirements. As fuel flow is directly proportional to metered fuel pressure,
settings can be predetermined and fuel consumption can be accurately predicted and controlled.
The continuous-flow system permits the use of a typical rotary vane pump with integral relief
valve. 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 by a
swirling and augmentor system from the fuel and returned to the tank. The fud injector
pump forces sdid fuel into the metering unit assembly.
The fuel metering unit/air throttle controls the amount of intake air admitted into the intake
manifold and meters the proportionate amount of fuel to the manifold valve. The assembly
has two control units; one for air in the air throttle assembly, and one for the fuel control
unit.
FIGURE 7500-00. FUEL SYSTEM SCHEMATIC

The manifold valve receives fuel from the metering unit. When fuel pressure reaches ap-
proximately 3.5 psi, the valve opens and admits fuel to six ports in the manifold valve (one
port for each fuel nozzle line). The manifold valve also serves to provide a clean cutoff of
fuel to the cylinder when the engine is shutdown.
The injector nozzle lines connect the manifold valve to the six fuel injector nozzles.
The injector nozzles (one per cylinder) are "air bleed" type fuel nozzles which spray fuel
directly into the intake port of the cylinder. When 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
determined by the pressure applied. For this reason, fuel flow may be accurately determined
by measuring the pressure at the manifold valve. (Refer to Chapter 76 Performance Charts.)
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.
73-10-00 SET-UP PROCEDURE
The full rich performance of the fuel injection system on all injected engines is controlled by
manual adjustment of air throttle and fuel mixture at idle and pump pressure at idle and full
throttle. Fuel pressures of fixed orifice pumps can only be adjusted with the relief valve
screw located on the centerline at the rear of the pump. Adjustable orifice or variable orifice
(aneroid) pumps have an additional facility for adjusting pump pressure at both idle and full
throttle RPM.
73-10-01 TURBOCHARGED ENGINES
To make full rich adjustments on engines equipped with adjustable orifice pumps, run-up
engine to obtain normal operating temperature and proceed as follows:
A. Tee into either the fuel pump outlet fitting or metering unit inlet fitting (whichever is
more accessible) with an appropriate pressure gage and extended fuel line to observe fuel
pump pressures. (This gage should be properly calibrated and vented to atmosphere on all
engines).
NOTE. . . Tees are already incorporated on some engine models.
B. On all engines, back the throttle plate idle screw out of contact with the stop. Use the
throttle to hold to the specified idle RPM.
C. To obtain pressure limits specified for idle RPM the variable orifice adjusting screw on
turbocharged engines is located on the aneroid housing and is turned CW to decrease pressure
and CCW to increase pressure.
CAUTION. . . Jarn Illit rltzist be looserled before screw curl be udjiisted. Use cure ill holll
loosertitzg and tigltteniitg tlt is nut.
D. Maintaining idle pump pressure and idle RPM, correct idle mixture exists if, upon
leaning with the mixture control, an increase of 25 to 50 RPM is obtained, depending on
airport elevation.
The preceding steps have provided:
(1) Correct pump pressure
(2) Correct fuel flow
(3) Correct fuel metering cam to throttle plate orientation.
NOTE. . . Do not adjust idle mixture without first determining that idle pump pressure is
correct.
E. Advance full throttle and maximum rated engine RPM to check pump pressure and
nozzle (metered) pressure or flow. (Nozzle pressure or flow values may be monitored by
either the gage provided in the aircraft or an auxiliary pressure gage (which must be of the
vented type and be referenced to compressor discharge pressure in the same manner as the
aircraft fuel flow gauge teed into the fuel manifold valve pressure port). Criteria for full
throttle full rich adjustment of the fuel system should be specified nozzle pressure or flow
values. Unmetered pump pressures at full throttle are included for reference only and may be
used for troubleshooting the metering unit portion of the fuel system.
F. To obtain specified values of nozzle pressure or fuel flow at full throttle and rated
RPM, turn the adjustable orifice adjusting screw (located on the side of the pump) CW to
increase pressure and CCW to decrease pressure or on adjustable orifice pumps adjusting
screw located on the aneroid housing CW to decrease CCW to increase pressure.
NOTE. . . If at static run-up rated RPM cannot be achieved at full throttle, adjust nozzle
pressure or fuel flow to obtain specified values when rated RPM is achieved during takeoff
roll.
G. Reset idle stop screw to appropriate engine specification.
CAUTION. . . 01;so~neaircraft, 00.pti171p presstire clzecks, 17tirhire, and idle speed adjust~nettts
11tlrsf be perjhncd wirlt flte aircraft atuiiiary ptilttp OII '(low positio~t". Refer to aircraft
r~tuirtrc~~a~~cc
marttial for derails.
CAUTION. . . Jam ttzit ntust be looserzed before screw can be adjusted. Use care in botlr
artd ligltlerlirtg tltis nut.
1oo.set~it~g
NOTE. . . If at static run-up rated RPM cannot be achieved at full throttle, adjust nozzle
pressure or fuel flow to obtain specified values when rated RPM is achieved during takeoff
roll.
H. Rated manifold pressure of turbocharged engines is controlled with a by-pass of the

turbocharger (wastegate). Figure 73-10-01. Some are hydraulically actuated, others are
manually adjustable. Proper fuel injector adjustments must be made compatible with proper
turbo control adjustments. Instructions for these adjustments are provided in your aircraft
service manual.
73-10-02 SPECIAL SET-UP PROCEDURES FOR THE TSIO-360E, EB, F,FB, GB AND LTSIO-360E, EB
ENGINES
A. Takeoff rated MP and RPM are obtained at approximately 40" throttle travel.
B. Engine critical altitude adjustment is controlled by a ground adjustable screw-type

wastegate on the exhaust bypass pipe at the turbocharger location. This adjustment is preset
and only minor changes should be required. Adjustment is as follows: Approximately 1000
feet increase in critical altitude per one revolution of screw clockwise; approximately 1000
feet reduction in critical altitude per one revolution of screw counterclockwise. Unlock and
lock jam nut before and after adjustment.
NOTE. . . Setting the exhaust bypass bolt is extremely important. This setting determines Full
Throttle manifold pressure and critical altitude and must be properly adjusted before the fuel
system can be set up accurately.
NOTE. . . See General Instructions for adjusting turbocharged engine fuel systems.
C. Rated manifold pressure for a given altitude should be achieved on take-off roll. If
rated MAP cannot be obtained, check for exhaust leaks, turbocharger condition, or calibration
of overboost valve.
D. To check actual critical altitude, the aircraft must be flown. Refer to Aircraft Service
Manual for test flight procedures. If critical altitude is not correct and fixed wastegate is
readjusted, the metered fuel flow must be rechecked and set to max. power (full throttle)
values.
NOTE. . . For further information on adjusting fuel injection systems see TCM Service
Bulletin M84-6RI or current revision as applicable.
FIGURE 73-10-01 WASTEGATE

73-10-03 FUEL SYSTEM PRESSURE AND FLOW VALUE CHARTS.
For your convenience, we have tabulated the following fuel system pressure and flow
values to facilitate proper adjustment and optimum performance of all TSIO-360 series
engines. All top end values are shown for max. rated RPM and manifold pressure.
NOTE... Unmetered or pump pressure values are for a gauge vented to atmosphere.
O See Aircraft Specifications for other values where applicable.
O Limits are based on aircraft manufacturer's gauge calibrations.
O Limits also apply to the 'B' configuration of these engines i.e., TSIO-360-AB, TSIQ-360-BB.
NOTE.. .For further information see TCM Service Bufletin SlD97-3 or current revision as
applicable.
REVISED QCT 97 73-00-07

73-10-04 FUEL SYSTEM TROUBLESHOOTING CHART
This troubleshooting chart is provided as a guide. Review all probable causes given, check
other listings of troubles with similar symptoms. Items are presented in sequence of the
approximate ease of checking, not necessarily in order of probability.
TROUBLE PROBABLE CAUSE CORRECTION
Engine Will Not Start No fuel to engine. Check tank fuel level.
And No Fuel Flow
Gage Indication Mixture control improperly Check mixture control for proper
rigged. rigging.
Engine not primed Auxiliary pump switch in PRIME

position.
Selector valve in wrong position. Position selector valve to MAIN

TANK position.
Engine Will Not Start Engine flooded. Reset throttle, clear engine of
With Fuel Flow Gage excess fuel, try another start.
lndication
No fuel to engine. Loosen one line at nozzle. If no
fuel shows, with fuel flow on
gage, replace fuel manifold valve.
Rough Idle Nozzle restricted. Remove nozzles and clean.
Improper idle mixture. Adjust fuel-air control unit in

accordance with adjustment
procedures.
Poor Acceleration Idle mixture incorrect. Adjust fuel-air control unit in

accordance with adjustment
procedures.
Unmetered fuel pressure too Lower unmetered fuel pressure.

high.
Worn linkage. Replace worn elements of linkage.
Engine Runs Rough Restricted nozzle. Remove and clean all nozzles.
Improper Mixture. Improper pump pressure, replace

Pump.
Low Fuel Flow Gage Restricted flow to metering Check mixture control for full
Indication valve. travel. Check for clogged fuel
filters.
Inadequate flow from fuel pump. Adjust engine-driven fuel pump.

73-10-04 FUEL INJECTION SYSTEM TROUBLESHOOTING CHART
High Fuel Flow Gage Restricted flow beyond Check for restricted nozzles or
fuel manifold valve. Clean or
replace as required.
Restricted recirculation passage Replace engine-driven fuel
Fluctuating or Erro- Vapor in system, excess fuel If not cleared with auxiliary
neous Fuel Flow pump, check for clogged ejector
jet in vapor separator cover.
Clean only with solvent, no wires.
Air in fuel flow gage line. Leak Repair leak and purge line.
at gage connection.
Poor Idle Cut-Off Engine getting fuel. Check mixture control is in full
idle cut-off. Check auxiliary
pump is OFF. If neither, replace
manifold valve.
Unmetered Fuel Internal orifices plugged. Clean internal orifices in injector

Pressure Pump.
Unmetered Fuel Relief valve stuck open. Repair or replace injector pump.
Pressure Drop
Very High idle And Relief valve stuck closed. Repair or replace injector pump.
Full Throttle Fuel
Pressure Present
No Fuel Pressure Check valve stuck open. Repair or replace injector pump.
INTENTIONALLY
LEFT
BLANK
CHAPTER 74
IGNITION
74-00-00 GENERAL
74-00-01 Magneto lnstallation
74-00-02 Harness Assembly lnstallation
74-10-00 GENERAL
74-10-01 Magneto lnstallation
74-10-02 Harness Assembly lnstallation
74-20-00 IGNITION TROUBLESHOOTING

74-00-00 GENERAL
Conventional dual ignition is provided by two magnetos. The left magneto fires 1-3-5 lower
and 2-4-6 upper spark plugs, while the right magneto fires the 1-3-5 upper and 2-4-6 lower
spark plugs.
The TCM S-20 Series Magneto is designed to provide ignition for six cylinder aircraft engines.
The magnetos generate and distribute high tension pulses through high tension leads to the
spark plugs. Overhaul is recommended at engine overhaul or at the expiration of four years
without regard to engine operating hours, whichever comes first.
To obtain the retard spark necessary for starting, the magnetos employ an impulse coupling.
The purpose of the impulse coupling is to: (1) rotate the magnet between impulse trips faster
than engine cranking speed thus generating a better spark for starting the engine, (2)
automatically retard the spark during engine cranking, and (3) act as a drive coupling for the
magneto.
The following detailed explanation gives the meaning of the various letters and numbers
appearing in the type designations:
A. " S indicates single type ignition unit.
8. "6" indicates number of cylinders fired.
C. "R" or "C' indicates direction of rotation of rotating magnet viewed from drive end; "R"
for right-hand, "L" for left-hand.
D. "N" indicates manufactured by TCM.
E. The dash number (such as -25) indicates a certain execution of the basic type magneto.
74-00-01 MAGNETO INSTALLATION

Insure that magneto is proper part number for engine installation. Insure that internal timing
of magneto is correct as per TCM form no. L-250-10 (or latest revision) for S-20 series
magneto. This publication is included in TCM Ignition Systems Master Service Manual Form
No. X40000 (Printed Edition) or Form No. X40000F (Microfiche Edition).
Remove timing inspection window plug from top of magneto.
C4UTION . . . When installing a TCM magneto on the engine, a gear holding timing device
should nut be used, as hidden gear tooth damage may result.
Turn engine crankshaft until piston in the No. 1 cylinder is at its full advance firing position.
Rotate the magneto shaft in its normal direction of rotation until the painted chamfered tooth
of the distributor gear is centered in the inspection window. Install magneto on engine. Do
not tighten magneto holddown bolts.
Fabricate P-lead adapter using appropriate terminal kit and a length of wire. Install adapter
lead on switch terminal of magneto. Connect positive lead of TCM 11-9110-1 timing light, or
equivalent, to bare end of adapter. Connect common lead of timing light to a good ground.
If timing light is out, rotate magneto housing in the same direction as its magnet's rotation a
few degrees beyond point where light comes on. Then slowly turn magneto housing in opposite
direction until light just goes out. Secure magneto housing in this position and recheck
adjustment. Replace timing window plugs.
Repeat the above steps for second magneto. Check magneto synchronization with 11-9110-1
timing light or equivalent. If necessary, loosen magneto holddown bolts of one magneto and
"bump" with soft mallet to synchronize magnetos. Tighten all magneto holddown bolts. Refer
to Figure 72-50-01 for proper torque.
Disconnect timing light from magneto. Make connections between magneto and ignition switch
using 18 gage wire following airframe manufacturer's wiring instructions.
WARNING . ..
The magneto is in a SWITCH ON condition when the switch wire is
disconnected. Therefore, the usual precaution must be observed.
74-00-02 HARNESS ASSEMBLY INSTALLATION
Before installing harness on magneto check mating surfaces for cleanliness. Spray entire face
of grommet with a light coat of silicone spray parting agent* to prevent harness grommet
from sticking to magneto distributor block. For S-20 series magnetos, install and tighten
screws around plate alternately to seat cover squarely on magneto. Apply 25 to 35 in.-lbs.
torque to screws.
*Silicone spray parting agent $512, IMS Company 10373 Stafford Road, Auburn, OH 44022.
FIGURE 74-00-01. COATING INSULATING FIGURE 7600-02. INSTALLATION OF ELBOW

SLEEVE. CLAMP.
The harness assemblies are constructed of a lightweight, flexible, silicone coated cable having
a 400°F temperature rating. Because the harness assemblies are lightweight and flexible, the
following suggestions should be observed when installing the harness on an engine;
A. Support leads with as many clamps and cable ties as are necessary to prevent any
whipping or chafing action.
B. Route leads as far away from exhaust manifold as possible to insure they are not exposed
to temperatures in excess of 4 0 0 ~ ~ .
C. To prevent sticking of sleeves and to minimize twisting of ferrule, coat insulating

sleeves* and lubricate ferrule shoulders** (see Figure 74-00-01). Fasten coupling nuts to the
proper spark plugs and torque as specified in Table 74-00-03. Tighten elbow assembly nuts to
outer ferrule.
*fluorocarbon Spray MS #S122, Miller-Stephenson Chemical Co., inc.,

16 Sugar Hollow Road, Danbury, Connecticut 06810.
**Go-Jo No-Lok No. 72 Compound, Gojer, Inc., Akron, Ohio 44309 or Molykote Type G,
The Alpha Molykote Corp., Stamford, Connecticut 06904.
NOTE . . . Hold ferrules while tightening or loosening spark plug coupling nuts to protect
against twisting conduit or cable.
D. If elbow assemblies are not used and installation results in a severe angle where conduit
connects to the spark plug, use clamp P/N 10-320283 as shown in Figure 74-00-02,
"Installation of Elbow Clamp". Secure clamp with screw and lockwasher P/N 10-35936-6 and
nut P/N 10-90404-4,The clamp will maintain a 70° elbow eliminating overstressing the lead.
FIGURE 74-00-03. COUPLING NUT TORQUE VALUES.
I Spark Plug
Coupling Thread
I
I
Torque
(in.-Ib.1 I
74-10-00 GENERAL
Conventional dual ignition is provide by two magnetos. The left magneto fires the six (6)
upper spark plugs, while the right magneto fires the six (6) lower spark plugs.
The Slick 6214 Series Magnetos, manufactured by Slick Electro Incorporated, 530 Blackhawk
Park Avenue, Rockford, Illinois 61101, are designed to provide ignition for six cylinder light
aircraft engines. The magnetos generate and distribute high tension current through high
tension leads to the spark plugs.
To obtain the retard spark necessary for starting, the magnetos employ an impulse coupling.
The purpose of the impulse coupling is to: (1) rotate the magnet between impulse trips faster
than engine cranking speed, thus generating a better spark for starting the engine; (2)
automatically retard the spark during engine cranking, and (3) act as a drive coupling for the
magneto.
The following detailed explanation gives the meaning of the various numbers appearing in the
serial number.
EG-203132
The year of Manufacture- The number of a

(2 = 1982) particular model
manufactured in the
m ~ n t specified
h
The month of
Manufacture
(03 = March)
74-10-01 MAGNETO INSTALWWON AND TIMING TO ENGINE
Before magnetos are installed on the engine, the rotation and internal magneto timing must be
correct. For rotation and interval timing procedure refer to the appropriate magneto manufac-
turer's instructions.
The magneto to engine timing check to be performed at every 100 hour and annual inspection.
.
G1UTION. - Be sure magneto switch is OFF and '7"' lea& are grounded.
1. Remove top spark plug from number one cylinder. Place thumb over spark plug hole and
rotate crankshaft in normal direction of rotation to ensure piston is on compression stroke.
Rotate crankshaft in normal direction until it is approximately 35 degrees BTC on compression
stroke #I cylinder. Again turn crankshaft in normal direction until the 26 degree BTC mark is
aligned in the center of the timing hole.
2. Insert the T-118 timing pin in "L" or "R" hole (depending on magneto rotation) in the
distributor block. Turn rotor in the opposite rotation of magneto until pin engages the gear,
install magneto and gasket on mounting pad of accessory housing and remove timing pin.
Secure tightening bolts finger tight.
3. Connect a standard timing light between engine ground and left magneto condenser
terminal. Switch must be "ON".
4. Turn the complete magneto opposite normal rotation of the magneto on engine mount
until the timing light indicates the contact breaker points are just opening. Secure magneto.
Turn switch "OFF.
5. Turn on the switch of the timing light. Rotate the crankshaft slowly in direction of
normal rotation until the timing mark on the front face of the starter ring gear aligns with
the drill hole in the starter housing, at this point the light should illuminate. If not, turn
magneto in its mounting flange slots and repeat until light illuminates at the 20 degree BTC
indication. Secure magneto.
6. Connect other positive wire of timing light to right magneto condenser terminal and time
the magneto in the same manner as left magneto.
7. Following timing of both magnetos, with timing light wires still connected, recheck
magneto timing as previously described to insure that both magnetos are timed to fire
together. If timing is correct, both lights will illuminate simultaneously when the 20 degree
indication on the ring gear aligns with the drill hole in the starter housing. If points open
early, loosen magnetos and rotate counterclockwise. Secure magnetos and remove timing lights.
CAUTION . . . When installing the magneto on the engine using the available nuts and clamps,
please take the following precautions. Tighten both nuts by hand to finger tightness. Tighten
each nut to 8 ft.1bs. and then tighten them alternately in several steps to 17 P-lbs. Exceed-
ing 17-..-lbs. may cause the mountingpange to crack
For further information on the magnetos and ignition system refer to the applicable manufac-
tures instructions.
74-10-02 HARNESS ASSEMBLY INSTALLATION
Before installing harness on magneto check mating surfaces for cleanliness. install and tighten
nuts around plate alternately to seat cover squarely on magneto. Torque nuts to 18-22 in.-lbs.
The harness assemblies are constructed of a lightweight, flexible, silicone coated cable having
a 4 0 0 ~ temperature
~. rating. Because the harness assemblies are lightweight and flexible, the
following suggestions should be observed when installing the harness on an engine:
A. Support leads with as many clamps and cable ties as are necessary to prevent any
whipping or chafing action.
B. Route leads as far away as possible from exhaust manifold to insure they are not exposed
to temperatures in excess of 4 0 0 ~ ~ .
C. To prevent sticking of sleeves and to minimize twisting of ferrule, coat insulating

sleeves* and lubricate ferrule shoulders**. Fasten coupling nuts to the proper spark plugs and
torque as specified in Table 11. Tighten elbow assembly nuts to outer ferrule.
*Fluorocarbon Spray MS #S-122, Miller-Stephenson Chemical Co., Inc.,
16 Sugar Hollow Road, Danbury, Connecticut 06810.
**Go-Jo No-Lok No. 72 Compound, Gojer, Inc., Akron, Ohio 44309 or Molykote Type G,
The Alpha Moiykote Corp., Stamford, Connecticut 06904.
NOTE . . . Hold ferrules while tightening or loosening spark plug coupling nuts to protect
against twisting conduilt or cable.
B. Clamp harness leads as required.
FIGURE 74-10-01. COUPLING NUT TORQUE VALUES.
Coupling Thread
74-20-00 IGNITION TROUBLESHOOTING.
Spark plugs fouled, improperly Remove and clean. Adjust to

gapped, or loose. proper gap. Tighten to specified
Magnetos improperly timed to Refer to Installation of Magnetos

and lgnition Timing for timing
Shorted condenser. Replace condenser.
Magneto internal timing incorrect Install correctly timed magneto.

or timed for opposite rotation.
Rough Idling Spark plugs fouled or improperly Clean spark plugs. Adjust spark
gapped. plug gap.
Weak condenser. Replace condenser.
Rough At Idle Loose or improperly gapped Tighten to specified torque.

Above idle spark plugs. Adjust to proper gap.
High tension leak in ignition Check for faulty inspection.

harness.
Weak or burned out condenser as Replace points and condenser.

evidenced by burned or pitted
breaker points.
Sluggish Operation Fouled or dead spark plugs. Clean spark plugs. Replace dead
And/or Excessive spark plugs.
RPM Drop
Improperly gapped spark plugs. Adjust to proper gap.
Magnetos out of time with plugs. Refer to Installation of Magnetos

and lgnition Timing for proper
timing procedure.
Damaged magneto breaker Replace points and condenser.

points or condenser.
CHAPTER 95
A1R
75-00-00 GENERAL
INTENTIONALLY
LEFT
BLANK
75-00-00 GENERAL
The induction system components include the aircraft filter/alternate air door, turbocharger
compressor, aftercoolers, throttle, manifold and cylinder intake ports. Air flows through these
components in the order they are listed.
Refer to Pilot's Operating Handbook for alternate air door operations.
The turbocharger compressor is a high volume air pump connected to the opposite end of the
turbocharger turbine. It increases the pressure of air admitted to the cylinder for combustion.
At high compressor discharge pressures, considerable heating of the induction air occurs, due to
compression.
The aftercooler 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 aftercooler and transfers some of its heat to the cooling fins which are exposed to the
relatively cooler ram air.
The manifold is an air distribution system mounted in several different configurations according to
engine model. 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 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 wastegate or controller malfunction resulting in excessive discharge
pressures, the relief valve will open to prevent excessive manifold pressure.
INTENTIONALLY
LEFT
BLANK
CHAPTER 76
ENGINE CONTROLS
7600-00 GENERAL
76-10-00 CRUISE CONTROL BY PERFORMANCE CURVE
7620-00 CRUISE CONTROL BY E.G.T.
76-30-00 PERFORMANCE CHARTS
INTENTIONALLY
LEFT
BLANK
76-00-00 GENERAL.
The curves in this chapter represent uninstalled performance and are provided as a reference
in establishing power conditions for takeoff, climb and cruise operation. Refer to aircraft
manufacturer's flight manual for tabular climb and cruise data.
76-10-00 CRUISE CONTROL BY PERFORMANCE CURVE.
1. Set manifold pressure and RPM at cruise power selected.
2. To determine actual horsepower, employ the following procedure;
A. Correct horsepower for inlet air temperature as follows:
(TS = Standard Altitude Temperature 59" F)
(1) Add 1% for each 6°F below TS.
(2) Subtract 1% for each 6°F above TS.
3. These engines are equipped with altitude compensation fuel pumps which automatically
provide the proper full rich mixture at any given altitude. Adjust mixture to lean out
fuel flow for cruise settings according to applicable fuel flow vs. brake horsepower curve.
CAUTION. . . M e n increasing power, enrich mixture, advance RPM and adjust throttle in
that order. When reducingpower, retard throttle, then adjust RPM and mixture.
NOTE. . . It may be necessary to make minor readjustments to fuel flow (mixture) after
changing RPM.
76-20-00 CRUISE CONTROL BY E.G.T.
If exhaust gas temperature indicator is used as an aid to leaning proceed as follows:
1. Adjust RPM for desired cruise setting.
2. Slowly move mixture control toward "lean" while observing E.G.T. gage. Note
position on the instrument where the needle "peaks" or starts to drop as mixture is
leaned further.
3. For the maximum recommended cruise setting see Aircraft Operation Manual.
CAUIION. . . Do not attempt to adjust mixture by use of E.G.T. at setting above 78% of
maximum power. Also, remember that engine power will change with ambient conditions.
Changes in altitude or outside air temperature will require adjustments in manifold
pressure andfielfiw. (Refer to Charts Fuel Flow Vs. BHP).
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 pres-
sure, fuel flow gage or E.G.T. system) should be checked for maladjustments or calibra-
tion error.
INTENTIONALLY
LEFT
BLANK
76-30-00 PERFORMANCE CHARTS
The following performance charts are classified under Figure 76-30-00.

TITLE PAGE
Fuel Flow VS. BHP TSIO.360.A.AB.B. BB . . . . . . . . . . . . . . . . . . . . . . . .

Sea Level Performance TSIO.360.A.AB.B. BB . . . . . . . . . . . . . . . . . . . . . .
Altitude Performance TSIO.360.A.AB.B. BB . . . . . . . . . . . . . . . . . . . . . . .
Fuel Flow VS. BHP TSIO.360.C.CB. . . . . . . . . . . . . . . . . . . . . . . . . . .
Sea Level Performance TSIO.360.C.CB. . . . . . . . . . . . . . . . . . . . . . . . .
Altitude PerformanceTS10360.C.CB. . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Flow VS. BHP TSIO.360.D.DB. . . . . . . . . . . . . . . . . . . . . . . . . . .
Sea Level Performance TSIO.360.D.DB. ........................
Altitude Performance TSl0360.D.DB. . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Flow VS. BHP L/TS10S60.E.EB. . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Inlet Press. VS. % BHP 110°F AVGAS L/TS18360.E. EB . . . . . . . . . . . .
Sea Level Performance Curves L/TS10360.E. EB . . . . . . . . . . . . . . . . . . . .
Altitude Performance L/TS10360.E.EB. . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Flow VS. BHP TSIO.360.F. FB . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sea Level Performance TSlO.360.F. FB . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Performance TS10360.F. FB . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Flow VS. BHP TSIO.360.GB . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sea Level Performance TS10360.GB . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Performance 1800 RPM TSIO.360.GB. . . . . . . . . . . . . . . . . . . . . .
Altitude Performance 2200 RPM TS10360.GB. . . . . . . . . . . . . . . . . . . . . .
Critical Altitude VS . Engine Speed (Standard Day) TSIO.360.GB . . . . . . . . . . . . . .
Power Management Operating Recommendations TS10-360-GB . . . . . . . . . . . . .
Fuel Flow VS. BHP TSI0360.H.HB. . . . . . . . . . . . . . . . . . . . . . . . . . .
Sea Level Performance TSIO.360.H.HB. ........................
Sea Level Performance to Attitude TS10.360.H. HB . . . . . . . . . . . . . . . . . . . .
Altitude Performance at 2200 RPM TSIO.360.H.HB . . . . . . . . . . . . . . . . . . . .
Altitude Performance at 2300 RPM TS10360.H.HB . . . . . . . . . . . . . . . . . . . .
Fuel Flow VS. BHP TSIO-360-JB . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sea Level Performance to Altitude TS10-360-JB . . . . . . . . . . . . . . . . . . . . .
Sea Level Performance TSIO-360-JB . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Performance 2200 RPM TSIO-360-JB . . . . . . . . . . . . . . . . . . . . . .
Critical Altitude VS. Engine Speed (Standard Day) k/TSIO.360.KB. ............
Fuel Flow VS. Pressure Drop TSI0360.GB.KB . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Inlet Press VS. % BHP 110°F AVGAS TSIO.360.F.FB.GB. KB . . . . . . . . . .
Vapor Return Flow VS. Pump Pressure TStO.360.F.FB.GB. KB. . . . . . . . . . . . . . .
TITLE PAGE
Critical Altitude Variations (typical) Simple Turbo Systems TSIO.360.F.FB.GB. KB .................... 76-00-58
Speed Correction Chart SIL to 2000 ft . MSL TSIO.360.F.FB.GB. KB ......................................... 76-00-59
Sea Level Performance L/TSIO-360-KB ................................................................................... 76-00-60
Fuel Flow VS . BHP L/TSIO-360-KB ............................................................................................ 76-00-61
Altitude Performance 2200 RPM L/TSIO-360-KB ........................................................................ 76-00-62
Altitude Performance 2300 RPM UTSIO-360-KB ........................................................................ 76-00-63
Altitude Performance 2400 RPM L/TSIO-360-KB ....................................................................... 76-00-64
Altitude Performance 2700 RPM LITSIO-360-KB ........................................................................ 76-00-67
Altitude Performance 2800 RPM L/TSIO.360.KB ........................................................................ 76-00-68
Power Management Operating Recommendation L/TSIO-360-KB.............................................. 76-00-69
Metered Fuel Pressure VS. Fuel Flow All Models Except TSIO-360-LB & MB ........................... 76-00-70
Typical-al Engine Fuel System Operating Characteristics 2600 RPM (Standard at SIL)
All Models Except TSIO-360-LB & MB ......................................................................................... 76-00-71
Fuel Flow VS. Pressure Drop TS10-360-LB .......................................................................... 76-00-72
Mixture Ratio Curve 2200 RPM 24.9' HG. ADMP. TSIO.360.MB. SB ....................................... 76-00-73
I Mixture Ratio 2300 RPM 28.1 HG ADMP . TSIO.360.MB. SB ................................................... 76-00-74

Mixture Ratio 2450 RPM 30.8 HG. ADMP . TSIO.360.MB. SB .................................................. 76-00-75
Fuel Flow VS . Observed Brake Horsepower TSIO-360-LB ........................................................76-00-76
Metered Fuel Pressure VS . Fuel Flow TSIO-360-LB ..................................................................76-00-77
Vapor Return Flow VS . Pump Pressure TSIO-360-LB ................................................................ 76-00-78
Fuel Injection Pump Inlet Pressure Requirements TSIO-360-LB ................................................. 76-00-79
Power Management Operating Recommendations TSIO-360-LB ............................................... 76-00-80
Compressor MAP Rayjay Turbocharger Model 300E TSIO-360-LB ............................................ 76-00-81
Speed Correction Chart Sea Level to 2000 MSL TSIO-360-LB ................................................... 76-00-82
Fuel Flow Limits TSIO-360-LB .....................................................................................................76-00-83
Sea Level Performance TSIO-360-LB .......................................................................................... 76-00-84
Altitude Performance 1 800 RPM TSIO-360-LB ...........................................................................76-00-85
Altitude Performance 2000 RPM TSIO-360-LB ...........................................................................76-00-86
Altitude Performance 2200 RPM TSIO-360-LB ...........................................................................76-00-87
Altitude Performance 2400 RPM TSIO-360-LB ............................................................................ 76-00-88
Altitude Performance 2700 RPM TS10-360-LB .......................................................................... 76-00-91
Max. Speed VS. T.I.T. TSl0.360.MB. SB ...................................................................................
I
76-00-92
ADMPV VS. Oil Temperature TSIO..36 0.MB .............................................................................. 76-00-93
Fuel Flow VS. Pressure Drop TSIO.360.MB. SB ...................................................................... 76-00-94
Vapor Return Flow VS. Pump Pressure TS10.360.MB. SB ........................................................ 76-00-95
Fuel Injection Pump Inlet Pressure Requirements TSIO-360-MB ................................................ 76-00-96
Metered Fuel Pressure VS . Fuel Flow TSIO-360-MB ................................................................. 76-00-97
Fuel Flow Limits TSIO-360-MB .................................................................................................... 76-00-98
Constant Speed Sea Level Performance TSIO-360-MB ..............................................................76-00-99
Constant Speed Sea Level Performance TSIO-360-MB .............................................................. 76-00-100
Fuel Flow VS . Observed Brake Horsepower TSIO-360-MB .......................................................76-00-101
Sea Level Performance TSIO-360-MB .........................................................................................76-00-102
Critical Altitude VS. Engine Speed (Standard Day Conditions) TSIO-360-LB 76-00-103
Altitude Performance 2200 RPM TSIO.360.MB. SB ....................................................................76-00-104
I Altitude Performance 2400 RPM TSIO.360.MB. SB ....................................................................76-00-105

Altitude Performance 2700 RPM TSIO-360-MB ...........................................................................
Critical Altitude Variations TSIO-360-LB ......................................................................................
76-00-108
76-00-109

Fuel Flow VS. BHP TSIO-360-A,AB,B,BB
ENGINE RPM
Sea Level Performance TS1@3WA,AB,B,BB

t60
1:
f 40
+ 20
0
3- - 20
- 40
e.,-- - 60
5 PIESSUIIZ ALTITUDE IN f € € l
v
F U E L F L O W LBS./HR.
Fuel Flow VS. BHP YSl@36&C,CB
2200 2400
ENGINE RPM
Sea Level Performance TSl0-360-G,GB

SEA LEV= PERFORMANCE ALTITUDE PERFORMANCE
BRAKE HORSEPOWER
ENGINE RPM
Sea Level Performance TSIO-360-D,DB

SEA LEVEL PfiRFORMANCE ALTITUDE PERFORMANCE
ABS D R Y M A N I F O L D PRESSURE IN. HG. PRESSURE ALTITUDE IN THOUSANDS - FEET

than 25O F rich of peak. T.I.T. is prohibited
for all conditions
150
140
130
120
n
'C
m 110
r
n
r
0 100
I
I
r
w 90
V).
\
x
? 80
70
60
50
40
60 80 100 120 140 160 180 200 220
BRAKE HORSEPOWER
30 40 50 60 70 80 90 100
PERCENT SEA LEVEL POWER
SUPPRESSION.
WHEN A BOOST PUMP IS PROVIDED, IT MUST BE ABLE TO SUPPLY ENGINE
Fuel Pump Inlet Press. VS. % BHP 110 F AVGAS L/VSIO-360-E,EB

ENGINE RPM
Sea Level PerformanceCurves b/TSlG360-E,EB

Altitude Performance L/TSIO-360-E,EB
% 8
0 0
53
c Z 5? 8
C-
51
.- 8
r-
0
Q) OD 2 0
w
0
In
0
u
FUEL FLOW - LBS./HR.
Fuel Flow VS. BHP TSlG360-F,FB
a
W
120
i5
&
UJ
a
loo :
0
1800 2000 2200 2400 2600

ENGlNE RPM
Sea Level Performance TS10-366F,FB

Altitude PepformanceTSlG360-F,FB
1. Continuous operation at TIT in excess
of 1650'~ is prohibited
2. Manual leaning permitted to minimum

SFC (approx .42 LBIBHP-HR) as long as
1650°F TIT is not exceeded, cylinder
head temperatures remain below 440°F
3. Manual leaning t o TIT 1550°F maximum

permitted as long as cylinder head
temperatures remain below 425OF and
100 120 140 160 180 200

BRAKE HORSEPOWER (Proviler Load Curve)
Fuel Flow VS. BHP TSIO-360-GB

SPEC. F U E L CONS. LBS/BHP/H R. ABS. D R Y M A N . PRESS. IN. HG.
g --L
2
0
2
h
0J
2
W
0
2
P
0
4
CJl
0
A
m
0
4
0
2 2
03
0
4
co
0 O
0
2;)
0
B R A K E HORSEPOWER
Altitude Performance 2000 RPM TSl8-360-GB
Altitude Performance 2200 RPM TSlG360-GB
2. BEST POWER MIXTURE BELOW 75% POWER.
3. CORRECT BHP FOR INLET A1 R TEMPERATURE AS
1) Sea level horsepower correction
a) Add 1% for each ÿ OF Below 6 0 ' ~
b) Subtract 1% for each OF Above 6 0 ° ~
2) The above correction i s for

Induction atr temperature a t the
20 22 24 26 28 30 32 34 36 38 40
MANIFOLD PRESSURE (IN. HG.)
Power Management Operating Recommendations TS10-360-GB

110 130 150
Brake Horsepower
2000 2200 2400 2600 2800
ENGINE RPM
Sea Level Performance TSIO-360-H,HB

18 20 22 24 26 28 30 32 34 36
ABS. DRY MANIFOLD PRESSURE iN. HG.
Sea Level Performance to Altitude TSlG360-H,HB

isil 3%dn3i ' i l v 'als
BRAKE HORSEPOWER
Altitude Performance at 2200 RPM TSIO-360-H,HB
- +En +En
+40 + 40
a +20 +XI
P 0 0
5 20 M
0 40 40
I I I I I I I I I I I I I I I I I I I I I I I 1 I I I I 1 7 ' t - J 9 ~
-t
w 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
5 PRESSURE ALTITUDE IN THOUSANDS FEET
5.Lol
83AnOd3StiOt.I 3YVU8
Altitude Performance at 2400 RPM TSIQ-360-W,HB
BRAKE HORSEPOWER
w a ' n v 'ais
( ' ~ 2d%
U3MOd3SUQH 3NVUZ3
0 0 ~ 0 0 0 0 0 0 0 0 0 0 0 =$08?9
' i - O m a 3 b a m b O a r o m
a a r r r r r r r r , . - r 15Li 3%dW31 L l V CllS
tf3MOd3StilOt.1 =f)rVtlld
('U 4 dW31 1% OlS
BRAKE HORSEPOWER
Altrtude Pertormanee at 2800 HPM I s lw-360-H,HB
Fuel Flow - Lbs./Hr.
Fuel Flow VS. BHP TS16-360-JB
2000 2200 2400 2600 2800
ENGINE RPM
Sea Level Performance TSlG360-JB

ABS. DRY MANIFOLD PRESSURE IN. HG.
Sea Level Performanceto Altitude TSIO-360-JB

Altitude Performance 2200 RPM TS10-360JB
Altitude Performance 2300 RPM TSIO-360-JB
Altitude Performance 2400 RPM TSlC36O-dB
Attitude Performance 2700 RPM TSIO-36WB
BRAKE HORSEPOWER
Critical Altitude VS. Engine Speed (Standard Day) L/TSIO-360-KB
-
PRESSURE DROP P.S.I.
Fuel Flow VS. Pressure Drop TSIB-360-GB,KB

Fuel Pump Inlet Press VS. % BWP 110 F AVGAS TSlG360-F,FB,GB,KB
1. EJECTOR P/N 642955
2. VAPOR RETURN OUTLET PRESSURE
3. INLET TO PUMP - 2.5 PSlG

4. AVGAS @ 84°F.
NOTE: TYPICAL PERFORMANCE

(Performance is subject to
installation effects)
VAPOR RETURN FUEL FLOW - bbs./Hr.
Vapor Return Flow VS. Pump Pressure TSIO-360-F,FB,GB,KB

0 .A. T. ( O F )
Speed C~rrectionChart S/L to 2000 ft. MSL TSlG360-F,FB,GB,KB

Sea Level PeFformance L/TSIO-360-KB
1. Continuous ooeration at T.I.T. in excess of
1650°F is prohibited.
2. Manual leaning permitted to minimum SFC
(approx. .42 Ib/BHP-Hr.) as long as 1650°F
T.I.T. is not exceeded, cylinder head tempera-
tures remain below 420" F and oil
temperature does not exceed 200°F.
3. Manual leaning to T.I.T. 1525°F maximum
permitted as long as cylinder head tempera-
tures remain below 420°F and oil
temperature does not exceed 200°F.
BRAKE HORSEPOWER (Propeller Load Curve)

Altitude Performance 2200 RPM L/TSiO-360-KB
76-00-62
ALTITUDE X 1000 FEET
1. FULL RICH MIXTURE 165 BHP
AND ABOVE.
2. BEST POWER MIXTURE BELOW
3 CORRECT BHP FOR INLET AIR

TEMPERATURE AS FOLLOWS:
m
a a ADD 1 % FOR EACH 6'F
>
x BELOW Ts.
rn b. SUBTRACT 1% FOR EACH
I
6'F ABOVE Ts.
%In
rn NOTE: TYPICAL PERFORMANCE
v
0 (Performance is subject to
s
m
inslallatlon effects)
a
ALTITUDE X 1000 FEET

1. FULL RICH MIXTURE 165 BHP
AND ABOVE.
2. BEST POWER MIXTURE BELOW
3. CORRECT BHP FOR INLET AIR

TEMPERATURE AS FOLLOWS:
a. ADD 1% FOR EACH 6°F
BELOW Ts.
b. SUBTRACT 1% FOR EACH
6°F ABOVE Ts.
NOTE: TYPICAL PERFORMANCE
ALTITUDE X 1OOQ FEET

Power Managemernt Operating RecommendationL/TSIO-360-KB
FUEL FLOW - Lbs./Hr.
Metered Fuel Pressure VS. Fuel Flow All Models Except TSlG360-LB & MB
RESSOR INLET
WHEN ENCOUNTERED CONDITIONS OF EXCESS VAPOR INGESTION BOOST PUMP
OPERATION MAY BE REQUIRED TO STAY RICHER THAN LEAN LIMIT SHOWN
0
CK
2
0
I
CK
W
a
V)
CI
Z
2
BI
3
'3
!A
-1
W
i?
Typical Engine Fuel System Operating Characteristics 2600 RPM {Sandard at S/b)
All Models Except TSIO-360-LB & MB
1.5 2.5 35 4.5 5.5 6.5
- PRESSURE P. S. I. G.
Fuel Flow VS. Pressure Drop TS110-360-LB

40 45 50 55
FUEL FLOW (LBSIHR)
Mixture Ratio Curve 2200 RPM 24.9" He.ADMP. TS18-360-MB, SB

BRAKE SPECIFIC
Consumption (LbslBHPIHr) EXHAUST GAS TEMPERATURE ( O F )
BRAKE HORSEPOWER
BRAKE SPECIFIC
Consumption (LbslBHPIHr) EXHAUST GAS TEMPERATURE (OF)
BRAKE HORSEPOWER
1. Continuous operation at TIT in excess
of 1 6 5 0 ' ~ i s prohibited
2. Manual leaning permitted to minimum

SFC (approx .42 LBIBHP-HR) as long as
1 6 5 0 TIT
~ ~ is not exceeded, cylinder
head temperatures remain below 440°F
and oil temperature does not exceed
3. Manual leaning t o TIT 1550°F maximum
100 120 140 160 180

\
BRAKE HORSEPOWER (Propeller Load Curve)
Fuel Flow VS. Observed Brake Horsepower TSIO-360-LB

METERED FUEL PRESSURE - psi
Metered Fuel Pressure VS. Fuet Flow TS10-360-LB
1) Ejector P/N 642955
2) Vapor return outlet pressure
3) Inlet t o pump - 2.5 PSlG
50 60 70 80
VAPOR RETURN FUEL FLOW - LBSfHR
Vapor Return Flow VS. Pump Pressure TSIG360-LB

60
50
a
5 40
U)
P
W
B
W
V)
a a
3
U) 0
V) I
W
30 Y
n
srn
20
40
IDLE 20 40 60 80 100
PERCENTAGE RATED POWER ENGINE RPM
Fuel Injection Pump Inlet Pressure Requirements TSIO-360-LB

Power Management Operating Recommendations TSIO-360-LB
Compressor MAP Rayjay Turbocharger Model 300E TSIO-360-LB
Speed Correction Chart Sea Level to 2000 MSL TSIO-360-LB
100% Power, RPM -
10 Flow Limits, 135 145 Lbs./Hr.
75% Power, RPM -
10 Flow Limits, 71 93 Lbs./Hr.
Fuel Flow Limits TSIO-360-LB

ENGINE RPM X 100
Sea Level Performance TSlG360-LB

BRAKE HORSEPOWER
Altitude Performance 2200 RPM "TSlG360-LB
3. CORRECT BHP FOR INLET AIR TEMPERATURE AS
a. ADD 1% FOR EACH 60 F. BELOW Ts.

b. SUBTRACT 1% FOR EACH 6 0 F. ABOVE Ts.
Altitude Performance 2600 RPM TSIO-360-bB
1100 1200 1300 1400 1500 1600 1700
TURBINE INLET TEMPERATURE - O F
Max. Speed VS. T.I.T. TSIO-360-MB, SB

0
0 .5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0
PRESSURE PSlG
Fuel Flow VS. Pressure Drop TSIO-360-MB, SB

3) INLET TO PUMP - 2.5 PSIG
60 70 80 90
-
VAPOR RETURN FUEL FLOW LBSlHR
Vapor Return Flow MS. Bump Pressure TSIO-360-MB, SB

PERCENTAGE RATED POWER ENGINE RPM
Fuel Injection Pump Inlet Pressure Requirements TS10-360-MB

ill
8 E
TSIO-360SB
Metered Fuel Pressure VS. Fuel Flow TSIO-360-MB, SB
RE\IISED OCT' 97 76-00-97
75% power by reading directly
75% Power, RPM 2450 f. 10 Flow Limits, - Lbs./Hr.
pump inlet. For every 10°F increase in fuel temperature subtract 1
add 1 Ib. of fuel to the curve.
Fuel Flow Limits TSIO-360-MB

ABS. DRY MANIFLOD PRESSURE IN. HG.
CONSTANT SPEED SEA LEVEL PERFORMANCE TS10-360-MB
/ 20 22 24 28 28 30 32 34 38 38 40
! MAN4FW PRESSUREIn Hg
1
Constant Speed Sea Level Perfomance TS10-360-SB

100% Pump Pressure Limits TSle360-NIB
ded. Cylinder head temperature
5'F and oil temperature does
50°F maximum permitted

Sea Level Performance TS10-360-MB
Critical Altitude \IS. Engine Speed (Standard Day Conditions) TSIO-360-bB
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
DENSITY ALTITUDE X I000 FEET
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
DENSITY ALTITUDE X 1000 FEET
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
DENSITY ALTITUDE X I000 FEET
1) FULL RICH MIXTURE ABOVE 165 BHP
2) 1650 TIT OR PREK TIT BELOW 165 BHP
NLET AIR TEMPERATURE AS FOLLOWS:
220
200
180
160
140
120
100
80
60
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
DENSITY AL"F1UDE X 1000 FEET
TSIO-360-MB
0 2 4 6 8 10 12 14 18 18 20 22 24 28 28
DWSrPl ALTWUDE X 1000 FT.
TSIO-360SB
Altitude Performance 2600 RPM "TS10-360-MB & S B

-10 0 +I 0 +20
AMBIENT TEMPERATURE
OF DELTA FROM "T" STANDARD
Critical Altitude Variations TSlG360-LB

INTENTIONALLY
LEFT
BLANK
CHAPTER 77
ENGINE INDICATING
77-00-00 GENERAL
77-10-00 OPERATING
77-20-00 ENGINE TROUBLESHOOTING CHART
INTENTIONALLY
LEFT
BLANK
77-00-00 GENERAL
1. The following magnetos equipped with an appropriate harness are eligible on these
engines at the indicated weight change.
Wt. Change
Two Bendix S6RN-25 + l lb.

Two Bendix S6LN-25 + I lb.
Two Slick Electro Model 6224 -3 Ib.
The following spark plugs are approved for use in engines covered in this manual.
ALL MODELS
ACCESSORY DATA
Accessory drives and mounting provisions are as follows:
Direction Drive Ratio

of to
Accessory Rotation* Crankshaft
Magneto CW
Alternator CCW
Propeller Gov.** cw
Fuel Injection Pump CCW
Vacuum Pump Pad*** ccw
Compressor Drive
(Optional)
Alternator
(Optional)
* "CW'- Clockwise and "CCW - Counterclockwise

** Governor Pad - Modified ADN2040
*** Vacuum Pump Pad - Modified AND2000
SB77-10-00OPERATING LIMITS
Rated Max. BHPIRPM

TSIO.360.A, AB .................................................................................................... 210 @ 2800
TSIO.360.B, BB .................................................................................................... 210 @ 2800
TSlO.360.C. CB .................................................................................................... 225 @ 2800
TSlO.360.D. DB .................................................................................................... 225 @ 2800
UTSIO.360.E. EB ................................................................................................. 200 @ 2575
TSIO.360.F. FB..................................................................................................... 200 @ 2575
TSIO-360-GB ....................................................................................................... 210 @ 2700
TSlO.36O.H. HB ................................................................................................... 210 @ 2800
TSIO-360-JB ........................................................................................................ 225 @ 2800
LITSIO-360-KB ..................................................................................................... 220 @ 2800
TSIO-360-LB ........................................................................................................ 210 @ 2700
TSIO-360-MB ....................................................................................................... 210 @ 2700
I TSIO-360-SB........................................................................................................ 220 @ 2600
ldle RPM
TSIO.360.A.AB.B.BB.C.CB.D.DB.H.HB. JB .................................................... 600
TSIO.360.E.EB.F.FB.GB.KB.LB.MB. SB ............................................................. 700
Fuel Consumption at Full Throttle (LBS./HR.)
TSIO.360.A.AB.B. BB ........................................................................................... 115-125
TSIO.360.C.CB.D.DB.GB.JB. LB ........................................................................ 135-145
LlTSIO.360.E. EB ................................................................................................. 138-148
TSIO.360.F.FB.H. HB ........................................................................................... 130-140
UTSIO-360-KB..................................................................................................... 140-155
TSIO-360-LB ........................................................................................................135-145
TSIO-360-MB ....................................................................................................... 125-135
I TSIO-360-SB ........................................................................................................ 136-148
Fuel Pump Pressure at Full Throttle (PSI)
TSIO.360.A.AB.B. BB ........................................................................................... 27.0.31.0
TSIO.360.C.CB.D. DB .......................................................................................... 34.0.37.0
UTSIO.360.E. EB ................................................................................................. 43.0-46.0
TSIO.360.F. FB.................................................................................................... 43.0-46.0
TSIO-360-GB ....................................................................................................... 45.0-49.0
TSl0.360.H. HB ................................................................................................ 29.0.33.0
TSIO-360-JB ...................................................................................................... 34.5.37.5
UTSIO-360-KB.................................................................................................... 36.0.39.0
TSIO-360-LB ........................................................................................................ 34.0.38.0
TSIO-360-MB ....................................................................................................... 28.0.32.0
I TSIO-360-SB................................................................................................... 31.0.3 6.0
Fuel Pump Pressure at ldle (PSI)
TSIO.360.A.AB.B.BB.C.CB.D.DB.H.HB. JB .........................................................6.5.7.5
LiTSIO.360.E.EB.K. KB ........................................................................................6.5rt.25
TSIO.360.F.FB.GB. LB .........................................................................................6.55.25
TSIO-360-MB ....................................................................................................... 6.55.25
Metered Fuel Pressure at Full Throttle (PSI)
TSIO.360.A.AB.B. BB ...........................................................................................15.5.1 7.0
TSIOS6O.C.CB.D. DB .......................................................................................... 17.0.19.0
UTSIO.360.E. EB ................................................................................................ 16.0.1 8.0
TSIO.360.F. FB..................................................................................................... 16.0.1 8.5
TSIO-360-GB ....................................................................................................... 17.0.1 9.0
TSIO.360.H. HB .................................................................................................... 15.3.1 7.2
TSIO-360-JB ........................................................................................................17.0.1 9.0
UTSIO-360-KB.................................................................................................... 18.0.21.0
TSIO-360-LB ...................................................................................................... 15.0.1 6.0

Metered Fuel Pressure at Full Throttle (PSI) (cont.)
TSIO-360-MB ................................................................................................................................ 13.8.1 5.0
TSIO-360-SB ................................................................................................................................ 15.1.1 7.8
Metered Fuel Pressure at Idle (PSI)

All TSIO-360 .................................................................................................................................
3.5.4.0
Rated Manifold Pressure

TSIO.360.A.AB.B.BB ...................................................................................................................32.0
TSIO.360.C. CB ............................................................................................................................ 37.0
TSIO.360.D. DB........................................................................................................................... 36.0
TSIO.360.E. EB ............................................................................................................................. 40.0
TSIO.360.F. FB ............................................................................................................................. 41.0
TSIO-360-GB ............................................................................................................................. 40.0
TSIO.360.H. HB............................................................................................................................. 34.6
TSIO-360-JB ................................................................................................................................. 37.0
TSIO-360-KB ............................................................................................................................. 40.0
TSIO-360-LB ................................................................................................................................. 40.0
TS10-360-MB ................................................................................................................................ 37.Q
TSIO-360-SB ................................................................................................................................ 39.0
Fuel Grade (Octane) (All Models)
Min. Grade ............................................................................................................ 100LL (Blue) or 100
(Green)
Below 50.'F Ambient Air (Sea bevel) ....................................................................SAE 30 or 10W-30

Above 30°F Ambient Air (Sea Level) ..................................................................... SAE 50
Max. Oil Consumption (Lb./BHP/Hr . Max. at Rated Power at RPM) .006 1bs.x % Power
All TSIO-360 ......................................................................................................... I00
Oil Temperature (Max) .................................................................................................................240°F
All TSIO-360
Oil Temperature (Min. For Take-off)

All TSIO-360 ................................................................................................................................ 75°F
Oil Pressure (Desired Range)

TSIO.360.A.AB.B.BB.C.CB.D.DB.H.HB. JB .............................................................................. 30-60
TSIO.360.E.EB.F.FB.G.GB.KB.bB.MB. SB ............................................................................... 30-80
Oil Pressure (Max. Cold)

All TSIO-360 ................................................................................................................................100
Oil Pressure (Min. at Idle)

All TSIO-360 .................................................................................................................................
10
Ignition Timing (BTC) Left Mag / Right Mag
All TSIO-360 ......................................................................................................... 20" 2Q0
Magneto Spread (at 2100 RPM) Maximum
All TSIO-360 .................................................................................................................................
50
Cylinder Head Temperature (Max. with Bayonet Thermocouple)

All TSIO-360 ................................................................................................................................460°F

77-20-00ENGINE TROUBLESHOOTING
1 TROUBLE PROBABLE CAUSE CORRECTION I

Engine Will Not Start Fuel tank empty. Fill with correct grade fuel.
Improper starting procedure. Refer to Pilot's Checklist for

starting procedures and check
for performance of each item.
Cylinder overprimed. Engine Place mixture levers in IDLE

flooded. CUT-OFF position. Open throttle
wide. Turn engine over several
revolutions to clear cylinders.
Induction system leak. Tighten or replace loose or

damaged hose connection.
Excessive starter slippage. Replace starter adapter.
Fuel system malfunction. lsolate cause and correct. (See

Troubleshooting, Fuel
lnjection System.)
Ignition system malfunction. Isolate Cause and correct.

(See Troubleshooting,
lgnition System.)
Manifold valve vent Repair or replace manifold valve.

obstruction.
Engine Will Not Run At Propeiler levers set in high Use low pitch (INCREASE RPM)
At Idling Speed pitch (DECREASE RPM). position for all ground operations.
Fuel injection system im- See Troubleshooting, Fuel

properly adjusted. lnjection System.
Air leak in intake manifold. Tighten loose connection or

replace damaged part.
Rough Idling Fuel injection system im- See Troubleshooting, Fuel

properly adjusted. Injection System.
Mixture levers set for im- Use FULL RICH position for all
proper mixture. ground operation, except high
altitude airports.
Fouled spark plugs. Remove and clean. Adjust gaps.

77-20-00 ENGINE TROUBLESHOOTING (Continued)
Remove and clean lifters. Inspect

and clean oil filter at more
frequent intervals.
Burned or warped exhaust Repair cylinder.

valves, worn seat, scored.
Engine Runs Too Lean Improper manual leaning Refer to Chapter 76 for proper
At Cruising Power procedure. fuel flow settings.
Fuel flow reading too low. Check fuel strainer for clogging.
Clean screen.
Fuel injection malfunction. See Troubleshsoting, Fuel

lnjection System.
Engine Runs Too Rich Restriction in air intake Check passages and remove
At Cruising Power passages. restrictions.
Engine Runs Too Lean Fuel injection malfunction. See Troubleshooting, Fuel
Or Too Rich At lnjection System.
Throttle Setting Other
Than Cruise
Continuous Fouling Of Piston rings excessively worn Replace rings. Replace cylinder
Spark Plugs or broken. if damaged.
Engine Runs Rough At

Piston rings are not seated.
Loose mounting bolts or

I Hone cylinder walls, replace rings.
Tighten mounting bolts. Replace

High Speed damaged rnount pads mounting pads.
Plugged fuel nozzle. Clean.
I Propeller out of balance.
Ignition system malfunction.

Remove and repair.
See Troubleshooting,
lgnition System.
Continuous Missing At Broken valve spring. Replace.

High Speed
Plugged fuel nozzle. Clean.
Hydraulic tappet dirty or worn. Repair cylinder.
Burned or warped valve. Remove and clean or replace.

-
Sluggish Operation And Throttle not opening wide. Check and adjust linkage.
Low Power (See Rigging of Mixture and
Throttle Controls).
Restrictions in air intake Check.

passages.
Ignition system malfunction. See Troubleshooting,

ignition System.
Fuel injection malfunction. See Troubleshooting,

Fuel Injection System.
Valve seats worn and leaking. Borescope cylinders and

Piston rings worn or stuck in check compression.
, grooves.
High Cylinder Head Low octane fuel. Drain tanks and replace with
Temperature correct grade of fuel.
Lean fuellair mixture due to Refer to Chapter 76

improper manual leaning for proper fuel flow
procedure. settings.
Cylinder baffles loose or bent. Check and correct.
I Din between cylinder fins, Clean thoroughly.
Excessive carbon deposits in Check ignition and fuel in-

cylinder head and on pistons. jection system.
Magnetos out of time. No Re-time, internally and

appreciable drop detected externally.
during pre-flight check.
Magneto distributor block Disassemble and repair as

contamination. required or replace magneto.
High Cylinder Head Exhaust system gas leakage. Locate and correct.
Temperature
Exhaust valve leaking. Repair cylinder.
Oil Leaks At front of engine; damaged Replace.

crankshaft oil seal.
Around propeller mounting Replace.

flange: damaged hub O-ring
seal.
Oil Leaks (Cont'd) Around plugs, fittings and Tighten or replace.

gaskets due to looseness or
Low Compression Piston rings excessively worn.
Valve faces and seat worn.
Excessively worn cylinder Replace cylinder & piston rings.
Mixture too rich. Momentarily pull mixture control

Acceleration back until engine acceleration
On A Hot Day picks up, then set proper mixture.
Rough Idle At Mixture too rich. Pull mixture control back to where
Airfields with Ground where the engine operates the
Elevation of 3500 Feet smoothest at IDLE RPM.
Or Higher
Slow Engine Mixture too rich. Adjust mixture per Chapter 76.
Acceleration At
Airfields With A
Ground Elevation Of
3500 Feet Or Higher
Engine Will Not Stop Fuel manifold valve not Repair or replace manifold valve.
At Idle Cut-Off seating tightly.
High Engine Idle Fuel manifold valve sticking Repair or replace manifold valve.
Pressure Impossible closed.
To Obtain
Fuel manifold valve vent Repair or replace manifold valve.
obstruction.
Erratic Engine Fuel manifold valve sticking, Repair or replace manifold valve.
Operation or not free.
Climbing to Altitudes Fuel vaporization. Operate fuel boost pump according

Above 12,000 Feet, to aircraft manufacturer's
Engine Quits When instructions. See fuel flow per
Power Reduced Chapter 76.
Low Fuel Pressure Restricted flow to fuel Check mixture control for full
metering valve. travel. Check for restrictions
in fuel filters and lines, adjust
control and clean filter. Replace
damaged parts.
Low Fuel Pressure Fuel control lever Check operation of throttle control
(Cont'd) interference. and for possible contact with
cooling shroud. Adjust as required
to obtain correct operation.
Incorrect fuel injector pump Check and adjust using appropriate

adjustment and operation. equipment. Replace malfunctioning
pumps.
Malfunctioningfuel injector Replace pump.

pump relief valve.
High Fuel Pressure Restricted flow beyond fuel Check for restricted fuel nozzles
control assembly. or fuel manifold valve. Clean or
replace nozzles. Replace mal-
functioning fuel manifold valve.
Malfunctioning relief valve Replace fuel injector pump.

operation in fuel injector.
Restricted re-circulation Replace pump.

passage in fuel injector pump.
Fluctuating Fuel Vapor in fuel system, ex- Normally, operating the auxiliary
Pressure cessive fuel temperature. pump will clear system. Operate
auxiliary pump and purge system.
Fuel gage line leak or air in Drain gage line and tighten
gage line. connections.
Restrictions in vapor Check for restrictions in ejector

separator vent. jet of vapor separator cover. Clean
jet with solvent (only). Do Not Use
Wire as Probe. Replace malfunctioning
parts.
Low Oil Pressure Insufficient oil in oil sump, Add oil, or change oil to proper
On Engine Gage oil dilution or using improper viscosity.
grade oil for prevailing
ambient temperature.
High oil temperature. Check for malfunctioning oil tempera-

ture control valve in oil cooler; oil
cooler restriction. Replace valve
or clean oil cooler.
Leaking, damaged or loose oil Check for restricted lines and loose
line connections - Restricted connections, and for partially clogged
screen or filter. oil filter or screens. Clean parts,
tighten connections, replace
malfunctioning parts.
1 TROUBLE PROBABLE CAUSE
Engine Runs Rough Improper fuel-air mixture. Check manifold connections for
At Speeds leaks. Tighten loose connections.
Above ldle Check fuel control and linkage
for settings and adjustment.
Check fuel filters and screens
for dirt. Check for proper pump
pressure, and replace pump if
malfunctioning.
Restricted fuel nozzle. Remove and clean all nozzles.
ignition system and spark Clean and regap spark plugs.

plugs malfunctioning. Check ignition cables for wear.
Replace malfunctioning components.
Engine Lacks Power, Incorrectly adjusted throttle Check movement of linkage by

Reduction In Maximum control, "sticky" linkage or control from idle to full
Manifold Pressure dirty air cleaner. throttle. Make proper adjustments
and replace worn components.
Service air cleaner.
Malfunctioning ignition. lnspect spark plugs for fouled

electrodes, heavy carbon deposits,
erosion of electrodes, improperly
adjusted electrode gaps, and
cracked porcelains. Test plugs for
regular firing under pressure.
Replace damaged or misfiring plugs.
Spark plug gap to be 0.015 to
0.019 inch.
Loose or damaged intake lnspect entire manifold system for

manifolds. possible leakage at connections.
Replace damaged components, tighten
all connections and clamps.
Fuel nozzles malfunctioning. Check for restricted nozzle and

lines and clean or replace as
necessary.
Engine Has Poor ldle mixture too lean. Readjust idle mixture.
Acceleration
Incorrect fuel-air mixture, Tighten loose connections, replace
worn control linkage, or worn elements of linkage, service air
restricted air cleaner. cleaner.
Malfunctioning ignition Check accessible cables and

system. connections. Replace malfunctioning
spark plugs.
CHAPTER 78
EXHAUST
78-00-00 GENERAL
78-20-00 EXHAUST SYSTEM TROUBLESHOOTING CHART

78-00-00 GENERAL
Exhaust systems for the TSIO-360-A,AB,B,BB,C,CB,D,DB,H,HB, and JB are supplied by

the aircraft manufacturer. The exhaust systems that will be discussed in this manual are
those for the L/TS10-360-E,EB,F,FB,GB,K,KB,LB, MB and SB which are supplied by
Teledyne Continental Motors. The exhaust systems consist of an exhaust collector, four
I
elbow risers, two tee risers, various tubes, couplings, turbocharger mounting flange,
turbocharger and wastegate. The collector assembly routes exhaust flow to the
turbocharger turbine which drives the compressor section for compressed intake air.
Turbine RPM is determined by the amount of incoming exhaust flow which is adjusted by .
the wastegate. Oil pressure for the turbocharger system is engine supplied.
The exhaust systems used on the UTSIO-360-E,EB,F,FB,GB,KB,LB, MB, & SB engines

consist of a left-hand and right-hand exhaust collector assembly which Is composed of :
elbow risers on cylinders 1, 5, 2, 6, tee risers on cylinders 4, 3, assorted exhaust tubes,
turbocharger, tail pipe and wastegate. The complete exhaust system is provided by
Teledyne Continental Motors.
Turbocharger Temperature
PSIQ-360-A,AB, B,BB, C,CB D,DB, E,EB, H,HB, JB, LB, MB, SB
Continuous.......................................................................................... 1650"
Peak -30 Second Limit ........................................................................ 1700"
ISIQ-360-F,FB, G,GB, LB, L/TSIO-360-KB

Continuous ............................................................................................ 1725"
Peak -30 Second Limit ............................................................. Not Available
Exhaust Pressure at Turbine Outlet Inches Hg. Gauge 2.0 In. Hg.
Above Ambient
Max. Speed RPM (at Max. T. I.T.) -1650".......................

....................N//A

78-20-00 EXHAUST SYSTEM TROUBLESHOOTING
Engine Lacks Power, Improperly Adjusted Wastegate To check the adjustment of the
Reduction In Maximum valve. wastegate valve, refer to the
Manifold Pressure at airframe service manual.
Critical Altitude
Loose or damaged exhaust lnspect entire exhaust system to

system. turbocharger for cracks and leaking
connections. Tighten connections
and replace damaged parts.
Malfunctioning turbocharger. Check for unusual noise in turbo-

charger. If malfunction is suspected
remove exhaust and/or air inlet
connections and check rotor assembly
for possible rubbing in housing,
damaged rotor or malfunctioning
bearings. Replace turbocharger if
damage is noted.
Exhaust system gas leakage. lnspect exhaust system for gas

leakage, gaskets at cylinder exhaust
ports, flexible bellows, gaskets at
turbine inlet flanges, etc., and
correct.
White Smoke Exhaust Turbo choking, oil forced Clean or change turbocharger.
though seal turbine housing.
CHAPTER 79
OIL
79-00-00 GENERAL
79-10-00 APPROVED OIL PRODUCTS
79-20-00 LUBRICATING SYSTEM TROUBLESHOOTING CHART

l NTENTIONALLY
LEFT
BLANK
79-00-00 GENERAL
Use only lubricating oils conforming to TCM specifications. The marketers of the aviation
lubricating oils listed below have supplied data to TCM indicating their products conform to
all the requirements set forth by TCM.
In listing the products names, TCM makes no claim of verification of marketer's statements
or clairns. Listing is made in alphabetical order and is provided only for the convenience of
the users.
CAUTION. . . The airframe manufacturer furnishes certain parts which depend on engine oil
for lubrication and may restrict the use of some lubricating oils.
I
79-10-00 APPROVED ASHLESS DISPERSANT OILS:
BP Oil Corporation BP Aero Oil

Castrol Castrol Aero AD Oil
Castrol Limited (Australia) Castrol Aero AD Oil
Chevron U.S.A., lnc. 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
NYCO S.A. TURBONYCOIL 3570
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips Petroleum Company Phillips 66 Aviation Oil, Type A
Phillips Petroleum Company XIC Aviation Multi viscosity Oil
SAE 20W50, SAE 20W60
Quaker State Oil & Refining Company Quaker State AD Aviation Engine Oil
Red Ram Limited (Canada) Red Ram X/C Aviation Oil 20W50
Shell Australia Aeroshell (R) W
Shell Canada Limited Aeroshell Oil W, Aeroshell Oil W 15W50
Anti-Wear Formulation Aeroshell Qil W 15W50
Shell Oil Company Aeroshell Oil W, Aeroshell Oil W 15W50
Anti-Wear Formulation Aeroshell Oil W 15Wt5
Sinclair Oil Company Sinclair Avoil
Texaco Inc. Texaco Aircraft Engine Oil - Premium AD
Total France Total Aero DM 15W50
Union Oil Company of California Union Aircraft Engine Oil HD
APPROVED MINERAL OIL: MIL-6-6529 TYPE II
NOTE. . . The operator using an oil service is reminded that an oil analysis does not reveal all abnormal
engine conditions. It should not be used as a replacement or substitute for routine maintenance and
inspection procedures recommended in the Operators Manual, Service Bulletins, or other directives. For
further information, see TCM Service Bulletin M81-5 or current revisions as applicable.

79-20-00 LUBRICATING SYSTEM TROUBLESHOOTING
High Oil Temperature Low oil supply. Replenish.

indication
Cooler air passages clogged. Clean thoroughly.
Cooler core plugged. Remove cooler and flush

thoroughly.
Thermostat damaged or held Remove, clean valve and seat.

open by solid matter. If still inoperative, replace.
Oil viscosity too high. Drain and refill with correct seasonal
weight. (See Chapt. 77)
Prolonged ground operation. Limit ground operation to a

minimum.
Malfunctioning gage or bulb Check wiring. Check bulb unit. Check

unit. gage. Replace malfunctioning parts.
Low Oil Pressure Low oil supply. Oil viscosity Replenish. Drain and refill with
Indication too low. correct seasonal weight. (See Chapter 77)
Foam in oil due to presence Drain and refill with fresh oil. (It
of alkaline solids in system. may be necessary to flush cooler core
if presence of alkaline solids is due
to previous cleaning with alkaline
materials).
Malfunctioning pressure pump. Replace pump.
Malfunctioning pressure gage. Check gage. Clean plumbing.

Replace if required.
Weak or broken oil pressure Replace spring. Adjust pressure

relief valve spring. to 30-60 PSI by adjusting screw.
Clogged filter or strainer. Clean strainer or replace oil

filter.
CHAPTER 80
STARTING
GENERAL
Prestarting
Starting
Ground Warm-Up
Pre-takeoff Check
Flooded Engine
Cold Weather Operation
Preheating
Hot Weather Operation
Ground Operation At High Altitude Airports

80-00-00 GENERAL
The life of your engine is determined by the care it receives. Follow the instructions
contained in this manual carefully.
The engine received a run-in operation before leaving the factory, therefore, no break-in
schedule is required. Straight mineral oil (MIL-C-6529 Type 11) should be used for the first
oil change period (25 hours).
The minimum grade aviation fuel for this engine is lOOLL (Blue) or 100 (Green). If the
minimum 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 and/or detonation
which can damage an engine the first time high power is applied, possibly causing engine
failure. This would most likely occur on takeoff. If the aircraft is inadvertently serviced
with the wrong grade of fuel, then the fuel must be completely drained and the tank properly
serviced, prior to engine operation.
CAlJTION. . . this section pertains to operation under standard environmental conditions.

'22, pilot should thoroughly familiari&e himself with abnormal environmental conditions.
Wenever such abnonnal conditions are encountered or anticipated, the procedures and
techniques for normal operafion should be tailored accordingly. For example, if the aircraft is
to be temporarily operated in extreme cold or hot weather, consideration should be given to
an early oil change and/or routine inspection servicing.
NOTE. . . The following checklists are general in nature, since the various airframe/powerplant
combinations are not necessarily the same setup and layout. Consult your own pilot's
operating handbook for the specific challenge and response checklists required for your
aircraft.
Before each flight the engine and propeller must be examined for damage, oil leaks, security
and proper servicing.
1. 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 type and quantity of fuel. (100LL-Blue or
100-Green).
4. Drain a quantity of fuel from all sumps and strainers into a clean container. If
water or foreign matter is noted, continue draining until only clean fuel appears.
5. Check oil level in sump.
6. Cheek cowling for security.

80-00-02 STARTING
1. Fuel Selector - ON, appropriate tank.
2. Propeller Control - HIGH RPM.
3. Mixture Control - FULL RICH.
4. Battery Switch - ON.
Before each flight the engine and propeller MUST be examined for damage, oil leaks,
security and proper servicing.
5. Throttle - FULL OPEN.
6. Boost Pumps or Primer - ON, 2 to 3 seconds.
WARNING. . . Inadvertent overpriming can lead t o a cylinder hydrostatic lock.

7. Throttle - 112 INCH OPEN.
8. MagnetoIStart Switch - START position.
Release the MagnetoIStart Switch to BOTH position as soon as the engine starts.
CIAUTION. . . Do not engage the starter when the engine is runni~zg, as this will damage
the starter. Do not crank for longer than tlzirty seconds at a time, as this may cause
the starter nzotor to overheat. If tlze engine does not start after tlzirty seconds of
cranking, allow a 3 to 5 nzinute coolingperiod before attempting to restart.
CAUTION. . . I f engine kicks back wlte~z stam*~zg,DO NOT attempt to start. The
ignition starting system is inoperative and nzust be repaired before damaging starter
adapter assenzbly.
9. Throttle - 1000 to 1500 RPM.
10. Oil Pressure - ABOVE 30 POUNDS WITHIN 30 SECONDS.
11. Alternator Switch - ON.
12. Use the same procedure to start other engine, if operating a twin engine installation.
80-00-03 GROUND WARM-UP
Teledyne Continental aircraft engines are aircooled and are dependent on 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. Operate the engine on the ground with the propeller in "Full Increase" RPM
position.
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 80-00-09for exceptions).
5. Warm-up - 900-1000 RPM.
80-00-04 PRE-TAKEOFF CHECK
1. Maintain engine speed at approximately 900 to 1000 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 approximate-

ly 1200 RPM. Allow additional warm-up time at this speed depending on ambient
temperature. This time may be used for taxiing to takeoff position. The minimum
allowable oil temperature for run-up is 75°F.
CAUTION. . . Do not operate the engine at run-up speed unless oil temperature is 75°F.
minimum and oil pressure is within specFed lilnits of 30-60 PSI.
3. Perform all ground operations with cowling flaps, (if installed), full open, with
mixture control in "FULL RICH" position, dependent on field elevation, and propeller
control set for maximum RPM (except for brief testing of propeller governor).
4. Restrict ground operations to the time necessary for warm-up and testing.
5. Increase engine speed to 1700 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 allowable difference between the maximum drop for each magneto is 150 RPM. Observe
engine for excessive roughness during this check.
If no drop in RPM is observed when operating on either magneto alone, 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 propeller be moved by hand (as during preflight) the engine may
start and cause injury to personnel.
CAUTION. . . Do not underestimate the importance of pre-takeoff magneto check. When

operating on single ignition, some RPM drop and slight engine roughness as each magneto is
switched o f should occur. Absence of a magneto drop may be indicative of an open switch
circuit or an improperly timed magneto. A drop in RPM that exceeds 150 may indicate a
faulty magneto or fouled sparkphlgs.
Minor spark plug fouling can usually be cleared as foliows:
(1) Magnetos - Both On.
(2) Throttle - 2200 RPM.
(3) Mixture - Move toward idle cutoff until RPM peaks and hold for ten seconds.
Return mixture to full rich.
(4) Magnetos Recheck.
If engine is not operating within specified limits, it should be inspected and repaired prior to
continued operational service.
Avoid prolonged single magneto operation to preclude fouling of the spark plugs.
B. Check throttle and propeller operation.
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.
Where applicable move propeller control to "Feather" position. Observe for 300 RPM drop
below minimum governing RPM, then return control to "Full Increase" RPM position.
CAUTION. . . Do not operate the engine at a speed in excess of 2000 RPM longer than
necessary to test operation and observe engine instruments. Proper engine cooling depends
upon forward speed of the aircraft. Discontinue testing if temperature or pressure lintits are
approached.
1. 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. This should be corrected prior to continued operation of the
engine.
B. Oil Temperatures: The oil cooler and oil temperature control valve will maintain oil
temperature within the specified range unless the cooler oil passages or air channels are
blocked, 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. Proper 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 to force air between the cylinder fins. Proper cooling also depends
on operating practices. Fuel and air mixture ratio will affect cylinder temperature. Exces-
sively 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 Row developed by the
forward motion of the aircraft for proper 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 recharg-
ing of battery. A zero reading or negative reading with electrical load may indicate a
malfunction in the alternator or regulator system.
80-00-05 FLOODED ENGINE
1. Mixture Control - IDLE CUT-OFF.
2. Throttle - 1/2 OPEN.
3. Magneto/Start Switch - START
4. As the engine starts, return the Magneto/Start Switch to BOTH. Retard the throttle and
slowly advance the mixture control to FULL RICH position.
80-00-06 COLD WEATHER OPERATION. (Ambient Temperature Below Freezing)
NOTE. . . Prior to operation and/or storage in cold weather assure engine oil viscosity is
SAE 30, 10W30, 15W50 or 20W50. In the event of temporary cold weather operation not
justifying an oil change to SAE 30, consideration should be given to hangaring the aircraft
between flights.
Engine starting during extreme cold weather is generally more difficult than during warm
weather conditions. Cold soaking causes the oil to become thicker (more viscous), making it
more difficult for the starter to crank the engine. This results in a slow cranking speed and
an abnormal drain on the battery capacity. At low temperatures, gasoline does not vaporize
readily, further complicating the starting problem.
CAUITIION. . . During cold weather operation fuel vaporization characteristics are poor.
Mismanagement of the auxiliary fuel pump or overpriming of the engine could lead to cylinder
hydro-static lock
False starting (failure to continue running after starting) often results in the formation of
moisture on the spark plugs due to condensation. This moisture can freeze and must be
eliminated either by applying heat to the engine or removing and cleaning the spark plugs.
80-00-07 PREHEATING
The use of preheat and auxiliary power unit (APU) will facilitate starting during cold weather
and is recommended when the engine has been cold soaked at temperatures of 30°F. and below
in excess of 2 hours. Successful starts without these aids can be expected at temperatures
below normal, provided the engine 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 opening do not appreciably warm the oil and may result in superficial
preheating.
WARNING. .. Superficial application of preheat t~ a cold-soaked engine can cause

darnage lo the engine.
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. Congealed oil in such lines may require
considerable preheat. The engine may start and apparently run satisfactorily, but can be
damaged from lack of lubrication due to congealed oil in various parts of the system. The
amount of damage will vary and may not become evident for many hours. On the other hand,
the engine may be severely damaged and could fail shortly following application of high power.
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. Excessive hot air can damage nonmetallic components such as seals,
hoses and drive belts, so do not attempt to hasten the preheat process.
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 to 10 minute
intervals.
3. Periodically feel the top of the engine, and when some warmth is noted, apply heat
directly to the upper portion of the engine for approximately five minutes. This will
provide sufficient heating of the cylinders and fuel lines to promote better vaporization
for starting. If enough heater hoses are available, continue heating the sump area.
Otherwise, it will suffice to transfer the source of heat from the sump to the upper part
of the engine.
4. Start the engine immediately after completion of the preheating process. Since the
engine will be warm, use normal starting procedure.
NOTE. . . Since the oil in the oil pressure gage line may be congealed, as much as 60
seconds may elapse before oil pressure is indicated. If oil pressure is not indicated
within one minute, shut the engine down and determine the cause.
5. Operate the engine at 1000 'RPM until some oil temperature is indicated. Monitor
oil pressure closely during the time and be alert for a sudden increase or decrease.
Retard throttle, if necessary to maintain oil pressure below 100 psi. If oil pressure drops
suddenly to less than 30 psi, shut down the engine and inspect the lubrication system.
If no damage or leaks are noted, preheat the engine for an additional 10 to 15 minutes
before restarting.
6. Before takeoff, run up the engine to 1700 RPM. If necessary approach this RPM in
increments to prevent oil pressure from exceeding 100 psi.
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 RPM below minimum governing
speed.
NOTE. . . Continually monitor oil pressure during run-up.

7. Check magneto in the normal manner.
8. When the oil temperature has reached 100°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 the cowlflaps in an attempt to hasten warm-up.
NOTE. . . Fuel flow will probably 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 same start procedures for a normal start, except:
1. At temperatures below +20°F., continue priming while cranking until engine starts.
2. When engine starts and accelerates thru 500 RPM, release Starter.
3. Advance throttle slowly to obtain smooth engine operation.
4. Release primer.
5. Auxiliary Fuel Pump on low as necessary to obtain smooth engine operation.
6. Oil Pressure - Check. If none noted within 30 seconds, shut down engine and
investigate.
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, assure that oil pressure, oil temperature and
cylinder head temperature are well within the normal operating range. When full power is
applied for takeoff, assure that oil pressure is within limits and steady.
Any of the following engine conditions should be cause for concern, and are justification to
discontinue the takeoff.
1. Low, high or surging RPM.
2. Fuel Row excessively high or low.
3. Any oil pressure indication other than steady within limits.
4. Engine roughness.
80-00-08 HOT WEATHER OPERATION (Ambient Temperature in Excess of 90°F.)
C1AlXlON. . . When operating in hot weather areas, be alert for higher than normal levels of
dust, dirt or sand in the air. Inspect air filters frequently and be prepared to clean or
replace them if necesscuy. Weather conditions can lift damaging levels of dust and sand high
above the ground. If the aircraft is flown through such conditions, an oil change is recom-
mended as soon as possible. Do not intentionally operate the engine in dust and/or sand
stoms. The use of dust covers on the cowling will afford additional protection for a parked
aircraft.
Flight operation during hot weather usually presents no problem since ambient temperatures at
flighr 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.
1. STARTING A HOT ENGINE. After an engine is shutdown, the temperature of its

various components 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 Row, 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
extreme from 30 minutes to one hour following shutdown. During this time, the fuel
system will heat causing the fuel in the pump and lines to "boil" or vaporize. During
subsequent starting attempts, the fuel pump will initially be pumping combination of fuel
and fuel vapor. At the same time, the injection nozzle lines will be filled with varying
amounts of fumes and vapor. Until the entire fuel system becomes filled with liquid fuel,
difficult starting and unstable engine operation can normally be expected.
The state of the fuel itself can affect these fuel vapor conditions. Fresh fuel contains a
concentration of volatile ingredients. The higher the concentration, the more readily the
fuel will vaporize and the problem with the vapor in the fuel will be more severe. Time,
heat or exposure to altitude will "age" aviation gasoline causing the volatile ingredients
to dissipate. This reduces the tendency of fuel to vaporize and may induce problems
with starting. 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.
The operator, by being aware of these conditions, can take certain steps to cope with
problems associated with hot weather/hot engine starting. The primary objective should
be that of permitting the system to cool. Lower power settings during the landing
approach, when practical, will allow some cooling prior to the next start attempt.
Reducing ground operating to a minimum is desired to keep engine temperatures down.
Cowl Raps should be opened fully while taxiing. The aircraft should be parked so as to
face into the wind to take advantage of the cooling affect. Restarting attempts will be
the most difficult from 30 minutes to one hour after shutdown. Following that interval
the fuel vapor will be less pronounced and normally will present less of a restart
problem.
2. GROUND OPERATION IN 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 engine at high RPM except for
necessary operational checks. If takeoff is not to be made immediately following engine
run-up, the aircraft should be faced into the wind with engine idling at 900-1000 RPM.
It may be desirable to operate the fuel boost pumps to assist in suppressing fuel
vaporization and provide more stable fuel pressure during taxiing and engine run-up.
3. TAKEOFF AND INITIAL CLIMBOUT. Temperatures should be closely monitored and

sufficient airspeed must be maintained to provide proper cooling of the engine.
CAUTION. . . Reduced engine power wiZZ result from higher density altitude associated
with high temperature.
80-00-09 GROUND OPERATION AT HIGH ALTITUDE AIRPORTS.
Because of insufficient air density at altitudes, oil pressure, oil temperatures and cylinder
head temperature gages should be carefully observed to prevent engine overheating.
CHAPTER 81
TURBINES
81-00-00 GENERAL
81-10-00 TURBOCHARGER
81-20-00 WASTEGATES
81-30-00 CONTROLLER
81-40-00 LUBRICATION SYSTEM
81-50-00 TROUBLESHOOTING CHART

81-00-00 GENERAL
The purpose of the turbocharger system is to enable the aircraft engine to maintain constant
sea-level induction air pressure at higher altitudes where ambient air pressure is decreased.
The basic turbocharger system consists of four (4) main components: 1) turbocharger, 2)
wastegate and actuator, 3) controller and 4) overboost pressure relief valve, except on engine
models utilizing fixed orifice wastegates which do not require an actuator or controller. The
turbocharger turbine is driven by engine exhaust gases. As the turbine wheel rotates, the
compressor wheel is driven by a common shaft connected to both wheels. As the compressor
wheel rotates, air is compressed and routed to the induction system. The compressed air is
then mixed with atomized fuel just before entering the cylinder combustion chamber. The
amount of air allowed to enter is controlled by the engine's throttle valve, located between
the turbocharger compressor and engine cylinders. The induction system area, between the
turbocharger compressor and the throttle valve, is referred to as upper deck. The speed of
the turbocharger turbine is determine by the amount of incoming exhaust gases. This is
controlled by the wastegate of which there are two different types that will be discussed
later. The variable absolute pressure controller regulates the engine oil pressure that is
routed to the wastegate valve, except on those engine models utilizing the fixed orifice
wastegate that maintains a constant turbine r.p.m. throughout engine operation. In order to
prevent an overboost condition in the induction system, an overboost pressure relief valve is
installed. Some engine models that are used on pressurized cabin, high altitude aircraft,
utilize an intercooler which cools compressor discharge air and decreases the possibility of
detonation. Cabin pressurization is obtained through the use of a sonic venturi. The sonic
venturi is a calibrated orifice that bleeds off some of the compressor discharge air, which is
then used to pressurize the aircraft's cabin.
AFETY VALVE
WASTEGATE
CONTROLLER
* EXHAUST
FIGURE 81-00-00. BASIC TURBOCHARGER

SYSTEM.
81-10-00 TURBOCHARGER
The turbocharger is a device that utilizes otherwise wasted overboard exhaust gases to
provide compressed air to the engine induction system. It is a relatively simple device
consisting of a turbine wheel and a compressor connected by a center housing which contains
the turbocharger lubrication system, oil seals and bearings. Connections are provided on the
center housing for engine supplied lubricating oil. For overhaul approval pertaining to the
turbocharger, refer to the turbocharger manufacturer's instructions.
COMPRESSOR HOUSING
COMPRESSOR URBINE WHEEL
XHAUST DISCHARGE
COMPRESSED AIR EXHAUST INLET

DISCHARGE
FIGURE 81-10-00. BASE TURBOCHARGER.
81-20-00 WASTEGATES
The wastegate is used to adjust the amount of incoming exhaust gases to the turbocharger
turbine. There are two different types used on TS10-360 Series. They are: fixed orifice
wastegate, and the buttemy valve type hydraulic wastegate.
1. Fixed Orifice Wastegate
The fixed orifice wastegate is a ground adjustable bypass valve located in the turbine
exhaust bypass duct. The position of the fixed orifice wastegate valve remains constant
throughout all modes of engine operation. An overboost pressure relief valve is used
with the fixed orifice wastegate valve to Meed off upper deck pressure that exceeds the
limits set by the airframe manufacturer.
Special instructions for the L/TSIO-360-E,EB,F,FB,G,GB,KB, & LB: Current production

engines use the bypass valve as shown in Fig. 81-20-00.
A. Adjust the exhaust bypass valve bolt all the way in turning in a clockwise
(CW) direction and reposition apprsximately ten (10) turns out (CCW) (8-10 threads
showing outside locknut). Lock in place with the check nut. Run engine to check
full throttle manifold pressure (refer to Chapter 77). Make fine adjustments to
achieve the proper valve, clockwise to increase counter-clockwise to decrease.
Safety wire when complete.
CAUTION. . . Do not exceed maximum rated power manifold pressure as listed in Chapter
77.
FIGURE 81-20-00. FIXED ORIFICE WASTEGATE.

2. Hydraulic Wastegate
The hydraulic wastegate consists of a butterfly type bypass valve located in the turbine
exhaust ducting. The wastegate valve is controlled by a spring loaded hydraulic
wastegate actuator. The actuator is operated by engine oil pressure. The hydraulic
wastegate actuators consist of a movable piston and spring. Engine oil pressure against
the piston will close the wastegate increasing turbocharger turbine speed. As oil
pressure against the piston is reduced, the spring will open the wastegate, reducing
turbocharger turbine speed (See Fig. 81-20-01 Hydraulic Wastegate). The oil pressure
operating the wastegate actuator is controlled by a wastegate controller. The
hydraulically actuated wastegate systems also use an overboost pressure relief valve as a
precautionary measure.
NOTE. . . Hydraulic wastegates are not field serviceable or adjustable devices and should
be replaced when found to be malfunctioning.
SPRING
FIGURE 81-20-01. HYDRAULIC WASTEGATE.
81-30-00 CONTROLLER
The variable pressure controller senses upper deck pressure and regulates the wastegate
actuator. Engine oil flows from the engine to the wastegate actuator and from the actuator
to the absolute pressure controller. An oil restrictor controls the oil flow back to the engine,
by restricting the oil return to the engine the wastegate actuator is forced closed, thereby
increasing turbine speed. The oil restrictor is controlled by an aneroid bellows that is
referenced to upper deck pressure. When upper deck pressure drops below a specific pre-
determined level, the aneroid bellows closes the oil restrictor. When upper deck pressure
exceeds the specific predetermined pressure inside the bellows, the bellows expands causing
the oil restrictor to open, allowing oil to return to the engine. This in turn relieves pressure
on the wastegate piston allowing the wastegate valve to open by spring pressure, thereby
decreasing turbine speed-
A cam connected to the throttle mechanism, applies pressure to the end of the aneroid. For
example, as the throttle is opened, the cam rotates, applying pressure to the aneroid,
increasing the amount of upper deck pressure necessary to open the oil restrictor. When the
throttle is closed. The opposite occurs. In this manner, upper deck pressure will increase or
decrease in a direct relationshipto the throttle angle.
With the variable absolute pressure controller, upper deck pressure is maintained at ap-
proximately one to two inches above manifold pressure. Maintaining this relatively low
differential between manifold and upper deck pressures reduces the load on the turbocharger
and throttle valve.
NOTE. . . Controllers are not field serviceable and should be replaced when found to be
malfunctioning.
FROM WASTEGAT
FIGURE 81-30-04. VARIABLE ABSOLUTE FIGURE 81-30-05. THROTTLE CONNECTION.

PRESSURE CONTROLLER.
81-40-00 TURBOCHARGER LUBRICATION SYSTEM
Engine lubricating oil is also supplied to the turbocharger center housing where it is used to
cool the unit and lubricate the bearings. Because of the location of the turbocharger unit on
some installations, one-way check valves are needed in the oil supply and return lines to
prevent engine oil from draining into the turbocharger when the engine is not in use.
If the turbocharger unit is located below the oil scavenge pump, one check valve is needed in
the oil return line to prevent oil from draining back into the unit. If the turbocharger is
located below the engine crankcase, check valves are required in both the oil supply and
return lines.
Piston-ring like oil seals are used on the compressor wheel shaft to prevent the lubricating oil
from entering the turbine and compressor housings from the center housing. (See Figure 81-
10-00 Basic Turbocharger).
IDLER SHAFT
GOVERNOR PAD
IDLER SHAFT BUSHlNG
CAVENGE PUMP
---OIL SUCTION
.------
O I
-...-...
L UNDER PRESSURE
BY-PASS OIL
---- OIL TEMPERATURE CONTROL VALVE

GOVERNOR OIL
..,..........
SCAVENGE OIL
OIL TEMPERATU
FIGURE 81-40-00. TURBOCHARGER LUBRICATION SYSTEM.

81-50-00 TURBOCHARGER SYSTEM TROUBLESHOOTING CHART
This troubleshooting chart is provided as a guide. Review all probable causes given,
check other listings of troubles with similar symptoms. Items are presented in sequence
of the approximate ease of checking, not necessarily in order of probability.
TROUBLE PROBABLE CAUSE CORRECTION I

Low Manifold Pressure lmproperly adjusted Adjust according to Aircraft
wastegate. Manufacturer's Instructions.
Binding wastegate. Replace wastegate.
Improperly adjusted waste- Adjust according to Aircraft

gate controller. Manufacturer's Instructions.
lnduction or exhaust manifold Repair or replace as required.

leaks.
Manifold Pressure Binding wastegate. Replace wastegate.

Higher than Normal
Improperly adjusted Adjust according to Aircraft

wastegate. Manufacturer's Instructions.
Deck Pressure Higher Intercooler plugged or Repair or replace as required.

Than Normal damaged.
Loss of Aircraft's lmproperly adjusted waste- Adjust according to Aircraft

Critical Altitude gate and controllers. Manufacturer's Instructions.
Induction or exhaust manifold Repair or replace as required.

leaks.
Turbocharger Oil Worn or damaged seals. Refer to Turbocharger Manufacturer's

Seals Leaking lnstructions.
Leaking check valve. Replace check valve.
Engine Oil Level Leaking Turbocharger check Replace check valves. Refer to
Frequently Lew After valves and seals. Turbocharger Manufacturer's
Servicing Prior to lnstructionsfor turbocharger
Operation maintenance.
Lack of Oil to Damaged check valve. Replace check valve.

Turbocharger

TSIO - 360 Overhaul Manual

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OVERHAUL MANUAL

FORM NO. X30596A FAAAPPROVED

1997 are for the

3. BACKGROUND. An increasingamount of replacement parts (including standard parts), materials,

4. IDENTIFICATION OF THE APPROVED PARTS. Approved serviceable replacement

5 - Time Limits/Maintenance Checks

73 - Engine Fuel System

- Chader - - Section - - Subsection -

1-10-00 DEFINITIONS & ABBREVIATIONS

4-00-00 Airworthiness Limitations .............. 4-00-01

CHAPTER 5 TlME LIMITS/MAINTENANCE CHECKS

5-00-00 GENERAL . . . . . . . . . . . . . . ....... 5-00-03

CHAPTER 70 STANDARD PRACTICES

70-00-00 GENERAL . . . . . . . . . . . . . . . ...... 70-00-02

Leakagechecks . . . ................ 70-00-07

CHAPTER 72-00 ENGINE RECIPROCATING

CHAPTER 72-20 CLEANING. REPAIR AND REPUCEMENT

March 1989 Vii

CHAPTER 72-30 INSPECTION

General . . . . . . . . . . . . . . . . . . .... 72-30-03

viii March 1989

Ignition System. . . . . . . . . . . . . . . . . . . 72-40-07

General . . . . . . . . . . . . . . . ....... 72-50-03

CHAPTER 72-60 FINAL ASSEMBLY

General . . . . . . . ............... 72-60-03

Test Stand . . . . . . . . . . . . . . . ......

Engine Fuel Systems . . . . . . . . . . . . . . . . 73-00-03

GENERAL . . . . . . . . . . ........... 74-00-02

(SLICK IGNITION SYSTEM)

GENERAL . . . . . . . . . . . .......... 74-00-05

IGNITIONTROUBLESHOOTING. .......... 74-00-08

GENERAL . .................... 7575-00-03

CHAPTER 76 ENGINE CONTROLS

GENERAL . . . . . . . . . . . . . . . . . . ... 76-00-03

CHAPTER 77 ENGINE INDICATING

March 1989 )<i

FIGURE NO. TPTLE PAGE AEROFICHE

Three Quarter Right Front View of the TS10-360

xii March 1989

REVISED MAR 89 xiii

xiv REVISED OCT 97

FIGURE NO. PAGE AEROflCHE

xvi March 1989

Service Reports And inquiries

100% Replacement Parts

DEFINITIONS & ABBREVIATIONS

Description of Engine Model Code

Basic Design Feature

1-00-01 RELATED PUBLICATIONS

REVISED OCT 97 "100-03

1-00-02 SERVICE DOCUMENTS

1-00-04 REVISED OCT 97

Hydraulic Lifters All 10-346, 10-360, LTSIO/

Rubber Hoses All Models

CRANKCASES ALL MODELS

Fuel Consumption in PPH

Cavitation Formation of partial vacuums in a flowing liquid as a result of the

Corrosion Deterioration of a metal surface usually caused by oxidation of the metal.

E.G.T. Exhaust Gas Temperature. Measurement of this gas temperature is

Gallery A passageway in the engine or subcomponent. Generally one through

Humidity Moisture in the atmosphere. Relative humidity, expressed in percent, is

Octane Number A rating which describes relative anti-knock (detonation) characteristics

Permold A term used to describe a process by which a crankcase is made. An

The absolute thermodynamic pressure measured by the number of pounds