Continental Motors GTSIO-520 SERIES User manual

Publication X30079
©CONTINENTAL MOTORS, INC. AUGUST 2011
GTSIO-520-D
CONTINENTAL® AIRCRAFT ENGINE
OPERATOR’S
MANUAL
FAA APPROVED

A GTSIO-520-D Operator’s Manual
31 August 2011
Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part
No. X30079, dated June 1974. Previous editions are obsolete upon release of this manual.
Effective Changes for this Manual
0.......................June 1974
1...............31 August 2011
List of Effective Pages
Document Title:GTSIO-520-D Operator’s Manual
Publication Number: X30079 InitialPublication Date:June1974
Page Change Page Change Page Change Page Change
Cover..............................1
A......................................1
i.......................................1
ii thru iv............................0
1 thru 40..........................0
Published and printed in the U.S.A. by Continental Motors, Inc.
Available exclusively from the publisher: P.O. Box 90, Mobile, AL 36601.
Copyright © 2011 Continental Motors, Inc. All rights reserved. This material may not be reprinted,
republished, broadcast, or otherwise altered without the publisher's written permission. This
manual is provided without express, statutory, or implied warranties. The publisher will not be held
liable for any damages caused by or alleged to be caused by use, misuse, abuse, or
misinterpretation of the contents. Content is subject to change without notice. Other products and
companies mentioned herein may be trademarks of the respective owners.

OPERATOR'S MANUAL
F,OR
GTSIO-520 SERIES
AIRCRAFT ENGINES
NOTICE
IN ORDER TO PROPERLY
USE THIS ENGINE,
THE USER MUST COMPLY WITH
ALL INSTRUC-
TIONS CONTAINED HEREIN.
FAILURE TO SO
COMPLY WILL BE DEEMED MISUSE, RELIEVING
THE ENGINE MANUFACTURER OF ANY RE-
SPONSIBILITY.
THIS
MANUAL CONTAINS NO WARRANTIES,
EITHER EXPRESS OR IMPLIED. THE PURPOSE
OF THE DATA PRESENTED IS INSTRUCTION,
INFORMATION, AND SAFETY.
FORM NO. X30079
FAA APPROVED
REVISED JUNE 1974
1

TABLE OF CONTENTS
FOREWORD PAGE
III
INTRODUCTION ............................. 1
DESIGN FEATURES . .
.. . . . . . . . .. . . . . . .. .. .. . 1
1. General
............................... 1
2. Tabulated
Data ......................... 5
3. Oil System ..... '. . . . . . . . . . . . . . . . . . . . . . . . 9
4. Turbocharger.. . . . . . . . . . . . . . . . . . . . . . . . . . 11
5. Induction System
....................... 12
6. Ignition System
......................... 14
7. Fuel System
......... . . . . . . . . . . . . . . . . . . 14
OBERATING INSTRUCTIONS..... .. . . . . . . . . . . . . 15
1. Before Starting
......................... 15
2. Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3. Warm Up . .. . . . . . . .. . . . . . . .. . . . . . . . . . . . . 17
4. Take-Off & Climb
....................... 20
5. Cruise..................... . . . . . . . . . . . . 21
6. Descending and
Landing. . . . . . . . . . . . . . . . . . . 21
7. Stopping Engine
......................... 22
TROUBLE SHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . 22
. Trouble Shooting Chart
....................... 23
INSPECTION AND MAINTENANCE
............. 30
1. General
............................... 30
2. Daily Inspection
......................... 30
3. 50-Hour Inspection ..................... 31
4. 100-Hour Inspection ................. , . . . 32
FIG.
1.
2.
3.
4.
5.
6.
7.
8.
LIST
OF ILLUSTRATIONS
Sea Level Performance Curve
.............. .
Fuel
Flow V s. Brake Horsepower .......... .
Altitude Performance Curves
.............. .
Schematic
of Lubrication System .......... .
Turbocharger Sectional View
.............. .
Induction System .................... , ..
Schematic of Differental Pressure Tester
Idle
Adjustment Points .................. .
11
PAGE
3
3
4
10
12
13
33
38

FOREWORD
This booklet is intended to serve pilots and maintenance mechanics
as a pocket size guide to operation and maintenance requirements.
Subjects are limited to engine operation and inspection normally·
carried out on engines installed in aircraft of the personal and
executive transport types. No effort is made herein to describe
extensive
repair work or overhaul. For such instructions, refer to the
applicable overhaul manual. Careful observation of operating limits
and compliance with recommended inspection procedures herein will
result
in greater engine reliability.
world wide use of Continental ® engines in personal aircraft has led
to an extensive factory approved distributor network.· This system
receives the constant attention of our Service Department with the
aim of bringing spare parts, repair facilities and technical information
to the aircraft operator. These distributors, together with their
dealers, bring Teledyne Continental Motors approved spare parts and
service as close as the nearest airport.
Continental distributors are regularly supplied with Service Bulletins,
which are available for study by engine owners and other interested
parties. These bulletins may also be obtained on an annual
subscription basis for a nominal fee. Subscription order forms are
available
from authorized distributors.
The extent of this service organization, and the demands which it has
placed on our Service Department personnel, have made it impossible
to communicate directly with all individuals in regard to service
matters.
It is suggested that all technical questions, orders and
reports can best and most quickly be handled by your nearest
authorized distributor and that you should become acquainted with
that organization. There you will find a sincere interest in helping
you get the best service from your Continental engine.
No engine leaves
our factory until it has passed a rigid operational
test and inspection. Each engine, therefore, is believed to be free of
defects. If any Continental engine or part is suspected of failure or
does not perform properly, advise your nearest authorized
distributor giving model and serial number, hours operated, and
complete details. Do not attempt repalrs without proper
authorization if engine is within warranty.
111

CONTINENTAL MODEL GTSIO-520 ENGINE
INTRODUCTION
The Continental model GTSIO-520-D and Hare 6-cylinder,
fuel-injected, turbocharged, geared engines rated at 375
HP at 3400
RPM. These air cooled engines have a wet sump oil system, dual
magnetos and continuous-flow injection system. An exhaust driven
turbocharger provides a full supply
of intake air as the airplane
climbs away from sea level and enters rarified air
at altitudes.
Turbocharging provides a means for maintaining take-off power from
sea level
to altitudes up to 16,000 feet. The fuel injection system
supplies metered fuel
to the individual cylinders through injector
nozzles
to assure the proper fuel-air ratio for desired performance at
all altitudes.
DESIGN FEATURES
1. GENERAL
The engines have overhead valves, air cooled, horizontally opposed
cylinders with 5.25 inch bore, 4.00 inch stroke, 520 cubic inch
displacement, and a compression ratio
of 7.5:1. The cylinders have
down-directed exhaust outlets. The propeller flange has six bolt
holes, two dowel pins and a center pilot extension provided for
attaching
the propeller. The propeller drive shaft gear is driven by a
reduction gear, which in
turn is driven by the crankshaft through a
splined shaft. Provisions are made in the pilot extension for the
hydraulic propeller control oil which
is supplied internally from the
governor pad. The crankshaft
is also equipped with pendulum type
torsional damper weights. The engines have removable type hydraulic
tappets. Positive rotation
is provided for the exhaust valves by the
use of rotators. Tappets, push rod ends and rocker arm bearings are
lubricated
by the engine main oil pressure system.
1

~----------------~----~--~~--~~-=~--~~~==~~~----~---~
The engines are furnished with a scavenge pump to return engine oil 'II
from the turbocharger. A directdrive 24 volt, 50 amp alternator and
a direct cranking starter are furnished with
the engines. . J
The turbocharger, furnished with the engines must be suitably
mounted to the airframe in accordance with Continental
Specifications.
The turbocharger has a dual scroll feature to provide
turbo-bleed air for cabin pressurization in addition
to the engine air
requirements.
The induction system includes an intercooler
to provide for cooler
intake air from
the turbocharger.
A variable pressure controller,
mounted integrally with the throttle
and bleed air housing, is cam operated through the throttle linkage
and will control compressor discharge pressure according
to cam
positioning.
The relatively high power delivered
by these engines, per pound of
weight, is achieved by utilization of carefully selected high strength
materials,
by improvements in design calculated to make the
optimum use ,of these high quality materials, and by very close
control
of critical dimensions, surface finishes, heat treatment and
hardening processes. Careful work has produced more rugged engines
than could be built by less exacting methods. However, no amount
of ruggedness built into an engine will enable it to withstand serious
mistreatment. Overheating, neglect, and inferior fuels and lubricants
will seriously affect engine performance, particularly when
the
specific power rating is high and each part must be free to function
properly in order
to withstand the imposed loads with minimum
wear. These considerations are mentioned here in order
to emphasize
the necessity
of using the manufacturer's recommended gasoline and
oil and
the importance of keeping the fuel, oil and air filters clean.
The octane rating
of engine fuel should be as specified in the
tabulated data.
2

2. TABULATED DATA
Manufacturer
Model
Type Certificate Number
Cylinders
Arrangement
Compression Ratio
Firing Order
Head Temperature -Max. Allowable
Recommended Cruise
Number
Numbering (accessory end toward
propeller end):
Right Side
Left Side
Bore (inches)
Stroke (inches)
Piston Displa<;:ement (cubic in.)
Brake Horsepower
Teledyne Continental
Motors
GTSIO-520-D & H
E7CE
Individual cylinders
horizontally opposed
7.5:1
1-4-5-2-3-6
460°F. *
380°F.*
6
1-3-5
2-4-6
5.250
4.000
520
Rated Maximum Continuous Operation 375
Rated Maximum Take-off 375
Rated Maximum
for Cruising 282
Crankshaft Speed -RPM
Rated Maximum Continuous Operation 3400
Rated Maximum Take-Off 3400
Recommended Maximum for Cruisng
2900
Recommended for Idling 600
* Indicates temperature measured
by bayonet type thermocouple
in tapped opening
at bottom of cylinder head.
5

-- --- -----------------~---
Prop Gear Reduction
Intake Manifold Pressure (Inches Hg.)
Maximum
at Sea Level
Maximum
at Critical Altitude
Induction System
Critical Altitude (feet
at standard
atmospheric conditions)
Minimum Fuel Octane Rating
Fuel Control System
Fuel Consumption Rate (gal/hr)
Maximum Continuous Operation
Normal Cruise 60%
MC Power,
Best Power
Normal Cruise 60%
MC Power,
Best Economy
Oil Specification
Above
40°F
Below 40°F.
Below 40°F.
Oil Pressure
Minimum Idle (psi) t
Cruising Range (psi)
Oil Sump Capacity (U.S. Quarts)
* Optional per customers specification.
6
.67:1
39.5
39.5
Turbocharged
16,000
100/130 (Aviation Grade)
Continental Continuous
Flow Injector
.43.3
19.0
17.3
Continental MHS-24
SAE No. 50
SAE No. 30
10W30 (Opt.)
10
30 to 60 -
13*

Oil Level (Minimum for Operation)
Oil Consumption
(lb/BHP/hr. max.
at rated power and RPM)
Oil Temperature Limits
Minimum for Take-off
Maximum Allowable
Recommended Cruising
Ignition Timing (Compression
stroke, breaker opens)
Right Magneto, degrees BTC
Left Magneto, degrees BTC
**
.008
75°F.
240°F.
170°F.
**Minimum oil level for satisfactory oil cooling IS indicated by
"LOW" mark on oil level gauge.
ACCESSORIES
Magneto(2)
Spark Plugs
Fuel Injector Pump
Turbocharger
Alternator
Voltage Regulator
Starter
MANUFACTURERS
Scintilla
See Service
Bulletin M68-4
Airesearch
Delco-Remy
Delco-Remy
Delco-Remy
7
MODEL
Left Mag. S6LN-201
Right Mag. S6LN-206
See Parts Catalog
CMC No. 633274-1
CMC No. 632590
CMC No. 631656
CMC No. 627841

ACCESSORIES DRIVE RATIOS TO CRANKSHAFT
ACCESSORY DRIVE ROTATION (VIEWING
DRIVE PAD)
Magneto (2)
Fuel Injector Pump
Tachometer Drive
Alternator
Starter
Propeller Governor
Accy. Drives (2)
DIMENSIONS
Length (including turbocharger)
Width
Height
DETAIL WEIGHTS
a. Basic Engine -includes lubrication
system accessory drives, starter
adapter, intake system, mounting
brackets, cylinders, six pendulum
type dampers and a viscous damper.
Turbocharger
Spark Plugs (12)
Magnetos (2)
Ignition Assembly (all weather)
Variable Controller
Intercooler
Oil Cooler
Basic Engine Weight (dry)
8
CW
CCW
CW
CW
CCW
CW
CCW
RATIO
1.5:1
1:1
.5:1
3:1
32:1
.809:1
1.14:1
64.25 inches
34.04 inches
26.78 inches
482.29Ibs.
34.38Ibs.
2.70Ibs.
11.25Ibs.
2.75Ibs.
2.00Ibs.
5.50Ibs.
9.50Ibs.
550.37Ibs.

b. Basic Engine with Accessories
Basic Engine
Starter
Alternator
Tachometer Drive
Total Weight
of Basic Engine and Accessories
3. OIL SYSTEM (FIG. 4)
550.37Ibs.
16.00 lbs.
10.75 lbs.
1.381bs.
578.50 lbs.
The engine
is. lubricated by a forced-feed system (Fig. 4). A
thermostatically controlled oil cooler maintains oil temperatures
normally
at 170 -180°F. Warm oil circulates continuously through
warm-up passages in
the coolers, to prevent oil congealing when
operating in low temperatures. The capacity
of the oil sump is
designed so the quantity of oil available is sufficient to lubricate the
engine at any nose-up or nose-down attitude. It is impossible to
uncover the oil pick-up line, which would result in low oil pressure, if
the level in the sump is maintained at the recommended level shown
on the engine level oil gauge rod. Accessible oil sump drain plugs are
provided for use in changing oil
at the recommended intervals.
The main oil pressure pump picks up oil from
the sump and
discharges
it through a passage to the oil filter and oil cooler, and to
the engine oil galleries and bearings. Each cylinder wall and piston is
additionally lubricated by individual oil squirt nozzles which direct a
continuous oil stream at
the piston inner dome. Oil is returned to the
sump through drain holes. A filter by-pass valve is incorporated in
the filter housing to by-pass oil in the event the filter becomes
clogged. Another passage in the filter housing is machined to
accommodate a pressure control valve which regulates the pressure in
the engine main oil galleries .. Excess incoming oil is returned to the
sump. The oil cooler system includes a temperature control valve to
automatically regulate oil temperature within specified limits. When
the oil temperature becomes high enough to require cooling, the
temperature valve expands and blocks the by-pass opening so that oil
flows through
the cooler.
9

10

Engine oil is used to lubricate the turbocharger. This oil returns to
the sump after passing through a vapor separator and an engine
driven scavenge oil pump.
Engine oil is introduced
to the propeller governor through a passage
in
the engine crankshaft, and is returned to the sump through
passages in
the crankcase.
4. TURBOCHARGER
A turbocharger is an exhaust gas driven compressor, or air pump,
which provides compressed air
to the engine intake manifold.
Turbocharged engines provide increased altitude performance more
economically
than engines equipped with conventional gear driven
superchargers.
They are lighter and have less moving parts than their
conventional counterparts, which provides optimum performance
over a longer period. The turbocharger
is composed of a turbine
wheel, compressor wheel, turbine housing and a compressor housing.
The turbine wheel, compressor wheel and interconnecting drive shaft
comprise one complete assembly and
the only moving part in the
turbocharger. The thrust bearing and two journal type main bearings
are pressure lubricated
with filtered oil supplied from the engine oil
system.
Engine exhaust gases enter
the turbocharger through a flanged
connection, flow around
the turbine housing and are forced radially
inward toward
the turbine wheel (Fig. 5). A portion of the exhaust
gas energy
is thus converted into kinetic energy which acts upon and
drives
the turbine wheel. The turbine wheel, in turn, drives the
compressor wheel which is basically a centrifugal blower, or air
pump, which produces air under pressure
to the air intake manifold.
The spent exhaust gases are
then dumped through the exhaust outlet
of the turbine housing. Combustion air is drawn into the center of
the compressor wheel; and flows outward through a diffuser section
and into
the compressor housing. Air is forced out of the compressor
housing through a tangential
outlet and enters the intake manifold.
11

COMPRESSOR
HOUSING
AIR INLET
COMPRESSED AIR
DISCHARGE EXHAUST
INLET
MAIN DRIVE
HOUSING
TURBINE
WHEEL
EXHAUST
DISCHARGE
Figure 5. Turbocharger Sectional View
The degree of turbocharging is varied by means of a variable pressure
controller, which
is cam actuated through the throttle linkage and
will
control compressor discharge pressure between 31.5" (Hg.) and
42.5" (Hg.) depending upon cam positioning. The variable controller
is mounted integrally with the throttle and bleed air housing.
5. INDUCTION SYSTEM (FIG. 6)
The turbocharger supplies intake air to the induction system and
supplies
the necessary combustion air when it is needed most, i.e., on
take-off, climb and during flight at high altitude where the air is less
dense
than at sea level.
The turbocharger has the dual scroll feature to provide turbo-bleed
air
for cabin pressurization in addition to the engine requirements.
The turbo-bleed air is provided through a sonic venturi which limits
the bleed air to approximately six pounds of air per minute at sonic
flow.
The engine induction system includes an intercooler capable of 40%
effectivity
with a static cooling air pressure drop across the cooler of
6" (H2 0) pressure.
12

"""'
'..N
VARIABLE
SETTING
ABSOLUTE PRESSURE
,CONTROLLER
I
I
I I
I TO CABIN
Figure 6. Induction System
~
LEGEND
=
..
RAM AIR
¢=>
AIR
<::=~
EXHAUST
GAS
-HYDRAULIC
OIL
COMPRESSOR
TURBINE

6. IGNITION SYSTEM
High voltage current is generated and distributed to the upper right
and lower left spark plugs
by a magneto mounted on the front side
of the right crankcase accessory pad. The magneto on the left
crankcase pad, in addition
to supplying high voltage current to the
upper left and lower right spark plugs, is also equipped with a double
breaker.
The double breaker magneto serves a dual purpose. When
cranking
the engine the retard breaker is in effect, causing a shower
of high voltage sparks to start-the engine. As the engine is started and
the cranking motor is disengaged the retard breaker is no longer
transmitting spark and
the engine is running on the advance breakers
from
both magnetos. Spark is transmitted to the spark plug through
high tension cables which pass through flexible, braided, shielded
conduit assemblies.
7. FUEL SYSTEM
The fuel injection system is of the multi-nozzle continuous flow type
which controls fuel flow to match engine air flow. Any change in air
throttle position, engine speed, or a combination of both, causes
changes in fuel flow in correct relation
to engine air flow. A manual
mixture control and a pressure gauge indicating metered fuel flow are
provided for precise leaning
at any combination of altitude and
power settings. As fuel flow
is directly proportioned to the metered
fuel pressure, settings can
be predetermined and fuel consumption
can
be accurately predicted.
The continuous flow system permits the use of a typical rotary vane
pump with integral relief valve in place of a much more complex and
expensive plunger
type pump. The relief valve maintains maximum
fuel flow under full power conditions. The fuel pump also
incorporates a variable orifice and a centrifugal
rotor for separation
of vapor formed between the tank and engine at high altitudes.
14
l
I
I