Continental TSIO-360 F & FB Aircraft Engine Operator's Owners Users Manual*

CONTINENTAL" AIRCRAFT ENGINE

OPERATOR'S MANUAL FOR MODELS TSIO-360-F & FB AIRCRAFT ENGINES NOTICE THE ENG 1N[ (SI DESCRIBEO IN THIS MANUAL MUST 8E OI'CAATED IN ACCORDANCE WI TH TH E IN STRUCTIONS CONTAI NED HEREIN. FA I LU RE ro SO WILL BE DEEMED AS Misus e, THUS RELIEV I NG THE ENGINE MAN U- FACTURER Of ANY RESf'ONSIBI LilY, THIS MANUA L CONTAINS NO WARRA NTIES, EITHER EXPFJiESSEQ OR IMPLIED. THE IN FOR· MAllON AND PROCEDURES CO NTA IN ED HERE- IN PROVIDE THE OPERATOR wITH TECHNI CA L IN FORMAT ION AND INSTRUCTIONS APPLIC- ABLf TO SAFE OPERATION . FO RM NO. X-305 12 FAA APPR OV ED JA NUARY 1978

Introduction Senion I II Seaion III S«tion IV V Section VI Section VII S«tlon VIII IX Section X TABLE OF CONTENTS Opeu llng Li miu Normal OperatIng ProeNure In · ngh t Emergenl)' Pr ocedures Eng ine Performa",:" a l'ld Cruist Control Abnormal Co l'Id it io ns Engine Jkscription ..... SCl'Yicing and Ipspeenon .. 1' l'Uul.,Jc Shooting Stor:tge and Kemonl From Stonge GloS'lary , .. .... . . J " JS " " ,<. 6? " INTRODUCTION T he <>pCTlllng instTucr;OM ou\linM in th is n,anWl. I ftom evaluation of the engme per fo rmam'c in rel a tion 10 its inst alb t ion m an aiHuft. Rccommrndations, and regarding operation of th is ue nOI intended 10 impose rc. tr icrions on of the aircnfl, hut are to pilot to obuin maximun' performance fron, the engine commensur :l.l c with so.fcty ,nd Abuse, or negleCt of ;my pi«t of C'<jui pment un l<lUloO' ", ' en tual railure. In the c.osc of an aire nft engine ;1 .lIou ld lie ob,;ou$ that a fa ilure may hn'C di""nous cuTUC'I ucnccs. hilurc 10 the ifl)lrucriom. contained in th is manual ronstltu(e$ unauthoriu d operation In areaS unexplored d uring d .... elOfIment of Ihe engine, or in oreas in ... ·htch h .. pr m"CC! to be undesirahle OT detrimental. Not o, Caution. lnd Warmnp arc induda.l through out t his manual. Applin!!on is lO foliowl : NOTE Special imerest information wh ic h n,.}, faci liu tc the of equipment. CA urIUN: I n!or",Juot/ iHutd (0 emphosi:e cert a;" in.<lrll c/io", or ", prcocn/ pOt.lihle dam,oge (0 orocc.nones WANNING , Infur no. , iun which. if di '!'Cg:I r,kd. may ,,,. ,,It in SC\' CI'C lu OT "f the e ng i ne or cndangcrmcnl 10 personnel . Usc .. ad,'iscd 10 keep up wilh the b tcst ,oformn ,on h}' mUM of service buUcrins, which arc available for Sludy U .ny appr o,·w Teledyne Com inenul 1)"lributOf or .and arc obtainallle: on an annual subs<: riplion SlIbsc.iplion forms arc ava ilaille for [he Distr ibu t Of or ('0", Telffi yne COlll inen l al MOIOr., P. O. Bo" 90. Mobile, Al ab3ma 36601, Allenlion PubliClltlOns Dcpanmclll .

, WARNIN G .. . This engine mu s. br in«Mll e,1 in accordance wi,h all rl' q"irements and Ii,ted in th e ru, Teled yne Aircraf, [ngi n."., An y .Iev .. ,i"n. CoIu)Cd by iruuJ la,ion, .". operation, .... eh mancu, .., ,,,, will br dcernc.d all mi'IU'" and Tel..Jv.,( ("n,inenlal Mulo .. • of ony fu nher ;""!'nll!ihility_ SECTION I OPERATING SP£CII"C , \TIONS AND LL\lll'S Wh en ;n<""a, ing fint ,ncrase the I(PM with the pr ()pdkr control the n increase manifold pressure with th r()llle, When decreasing power, .hra nk to lksired manifold pre.,urc ami then cha ng e to the desired HPM. Readju<t manifold prenure after fiml RPM 5c1.ing . CA uno: .... _ Cylmder oil mU; '1 nSt'er be to e.'<CuJ lhe li,ml.lllO' .. $fH't"lfitd_ tnnPU1l,lIre< .boll/d oeellr Q"ly ",bm opnutillg ulUlu co'!d,t.onJ, ,ucb higb pow,"" ulfi"gs, low airspetd, Cfe. If exctuiv e tempe"'lUre. "rC and fA"nQ' be explJ",rd, or 'f abN o"nal cowl j1ap and!o, mU;'II' 1! .eui"p a" rt:qum:d 10 mJir,,"m 1ln in. ptcw>N .bouh/ '" performed 10 d.-un",ne Ibe eJu.t. l>os .• ibIe eaUWI · ,,[b;gh may mc/ude '" miHiltK f",/f1r •. jllopcrarioe coo .. 1 flaps , <f!ci<in8 oj! r empe ,at"re control unil, Dr ,.,.,uricltd fuel no;;/e. (,.,."ullin8 ,n le"n-rtmll'ttg ;11,1"'111<"",($ Or lberm/Uouple, mOlY c.Ju$<" trTl""ef)u';y blgh (or low) rtlllpemlUrt imJic"timn. Xefer '" Sec/iOll VIII of lbi .• tbe ";""'/1 m,m",,1 for t",,,/>Ie .• hoormg pro udurlC" W, 'RNING ... Do lIul a llY prore" tt tha t il nOi and .p<:ciricall y dr,i;:ned for opentiu" ()n ,

• OETAILF.O SI' EC IFICATIONS This 'lXcification i. for the TS JQ.-360- I', FB and Aircraft Engin .... which have· FAA TYIXc'CrtiliC:ltc NumbcT . . • . E9CE: RAT I NG S, Muimum ron lin uo u,. Ka IC'o'el 8 HI' - RPM ... 200 · 2575 Manif ol d 1' =...,. in. Hg at Sea !.cv<:l . . . . . . . . . 41 Manifold Pressure, i n. lIg.Critical A hitude (F«t) . . 4 I . 12 .000 CY LI NDER DATA , l'umbcT of Cylinden (Cubic Inches) Bore and St roh (I nches) Ruio . . . .. ... ... .... . I'ROPt :LLER IlRIVE OATA, Type . . . .. . . .... . Direction of Roution . . ... . _ .. . Ral;O (To Crankshaft ) .. .. .. . Vibr.lt ion Damp=; , NumbQ" and O rdn FUEL SYSTEM , 'W 4.44 • J 1111 , " . . . ARP 502 . . .. .. ... Clock,..,,,, Dlrec! . One 6th, One 4 Iia Type ... Make . . . : : : : : : . : . .. COnllnUOUS Flo .... I Fuel· " viuion Gasoline (Grade Min.) LU8KICAT IO N SY S TEM O il Specification . . . . . . . . . .. . . ... . Oil Gr:ode (SA E) Abo ... : 40"1'. Ambien!"'or (Sea Ln"I) Be low 40°F Amb;"n! Ai. (Sea 1..,,,,,1) Sump Capacity, Qu a ru Max,mum Usable Oil Qu am 25 · Nose Up Usablt 0,1 Quart. III· Down F iltet . .. . . .... . ACCE SSO RIES, ...... M1I 5·2 48 . . . . . .. 50 . 30 0 .I OW-30 , , FuU Flow .\Iagonos .. ... .. .. . ..... . _ .Bendix 25 Series .. H "\.\1 Shielded (.150· 20 Th<! . Connection) Ignn:,on amc:ss .. ,. Sp:uk Plup . Ill\IM X .150·20 Thd . Connection (FAA "'pp,owd. ) ..... ..•. .. .. ... •. ........ .. . Ray J ay . . . . . . . lIarrison O il Cooler .. AI t< :rnalO,· 12V.6SA SurtC1"·12V . . .... . . P'cstolite !'restolitt BASIC ENC INE \\£ IG II T NOT INC t UOING u sn :/) ACCESSU Kn :s .. . ..... .. .. ...• .... . )42.0S lbs. TOTAL ENCINE OIl. Y WE ICHT WIT II ACCESSOlI. n :S (SUBJECT TO I' II.00 l UCTION VA IU AT ION OF lh'l. ,

- 6 • • • , , - • - , I , • ; i I I I - • - " , " " ! ! • " , " " " " • • • • i • • • 1 i , ! • • , • • • • , 1 • , • • • • I ! • " , • , , , , , , • g: , • * '" • '" * '" iUi, SECTION II NOJU,tAL OPERATINC I'M OCI\IlU RE C;1I.lTION ___ l 'bu JUIIon to "pnJ(;o .. linda .. climlluc CI>"dilionJ. ·Tbe pliot Ibvuld IborQugbly bim.,elf wnb V. I. AbnM"'Ji Operatmg 1.:".,,/11 ;ons Wbtnner .uch condi/;"". a.t " .. "oll"u"o1 ()T " "lfcipaud, tbe PrQuJu, es ilnd lublfiqun for normal "(>f'r../;on would be tailored IIcc(mlingly. "' or f1ilmplt. if tbe fllTU"'r IS 10 be tempn""il y operated In e:.:/rrmc e/lld 01' bot ""'alber, consideriltion .h,,,,lo1 1M given Ir! a" ea rly oil change anillM Il rou/mt ,mpectron 5t'n>"mg GENERAL The life of rou, engin.' ,. determined by the C" . uc ,I re",;v"s. FoDo,", the imlruCilon. in ,his manual cudu ll ) Th'e engine [cce!"!:' a run-in Op<'ra tion lca,;ng the huory. no need followed . St r. igh( oil (.101 11.-<:-6529 1)P'" II) 'hould IK- " ... 0.1 for the fint oil chang<: p<-riod U5 h"" .. ) • minimum grode aviation fud for this i, 100 or lOOLL. In ClIK gndc required is not uK • higher ",ting. Ne.-cr usc. 10 .. ..,' "'led fud. WARNING . . . The u'"' of a 1 0"":' O<' lane rat ed fu el can cau,", p..,-ign it ion and l or "'hieh nn dama!:" 10 engine the lirs( ti_ hiP. po", cr is applied. This " '"" Id mOSt likdy Ottu ' on If the l ircraft it with tlK ' Hung grade of furl, then the fud ru u.t be comp l et ely ,j •• iue,j and lauk ptoP'",ly w ... ·k ed . 7

I PR t:STARTING. Bnore uch fligbr And propelle. should II<: for dam;tgt, 0;1 kak>, >ccuri lYand rroper ..:mcmg Pmition the ignition .,,-ird, to the "OFF" po<: i"nn. 2. Opnate all conlTut. lnd check for uLnd ing a nd full ,. ngc of Ir avo:!. 3 A'<'iure that fuel lanks conlain prop<.7 type' and qu:uIIIty of fod. • Drain a quanti!)' of fuel from all rump' and into a dt an container. If walet' or fo.elK" mati ... if 00100. continue draining until only d tan fuel appear> _ S Check oil !n<d in Jump. 6. Check cowlinl: fur "",curilY STA II.TlNG I' ud Scienor • On 2. BatlCl}' Switrh . On J IgnItion SWItch - On. .. - Fun Rich S. Throttle: - F uU Open 6. Prime - Pump on mornemuily until mdicu;ng 6-10 galla", per hour, then off NOTE The amOunt of prime required depends on cngillr temperature . and practice will ma b ie the l!pc:r3H>' I" e;timate the or prime to uS<: If the " hOI, usc prime pump onl) long enough to purge fuel .) ·,t.-m ,, ( J(cumul.ted vapor. , 7. T hrnnk -Opm approximl t dy I inch / 8 Su n er - Eng:oge until cnrrnc sum. then release. CAUTIO.'" . V" e .. gap tbe Harr", the e .. gi"" ;, ... ....ing a< tbis may da"'l1J{t the SlartinK 9. Auxiliary !' ud Pump - as instructed by aircraft manufacturer. NOTE . .Opn<lll on of auxiliory fud pumf'S WIll facilitue fud .-apor JUp p,cssion during OOt wClthcr opo:1"Juon. CAlf/ION 1; suspected (as M evide nud by t;,cun fud "",nj"g from Ibe cylinderd.am) proceed as /OI/(1UI" I. Auxillll'y Fuel Pump' Off 1. Tbrottle - Opt" . J -/dIe 4. Surfer - f'nK"gt u"liI e"grne tbt1l rtlust 5. Th,otlle· Reu,,j fO IZOO IIPAI. 6. AI .... tun!" FuU RICb. • (,"11 V'IIO ,"' . . If d'fficulty m Ilartmg is eXperienced. do "M cra,,/I: fur lo .. g" tban Ihirty secunds at a lime aI Ibe st.l1ner mutu' may ove.heat. if the "ngmt doe< nol Itan aflff tl)/rty /tClmds ,,/ ,"an/l:;ng. aI/ow a J 10 S ",;"uu coo/'''g pmod blll!>re c!>nunutd IIfrempts. 1 0. Oil Prosu r.- - Check. If no oil pre .. u re is nOl td wuh in 30 s«ond. (60 In cold "".,atha). shul duwn th., (nvnc and in\"al ig u c. CA UnON . 0p""'llOn of lIn '"Ki''' at 1(>0 h'Xb a Tn/Qli!>",,/ spe ed before ",,,,,,,'um 1>01 tempera lUTes will caU .•e 10 .. ' of 0;1 pressure. (i K OUN D K UNN ING : WAIL\ I - UP. T.,kdyrK" Continent-al 3trcnfl engina are aircool <!d and t hrrdOK ,

d<'l"'"dcnl 011 fOlWll,d sp«d of for couling. To P.."Cf\1 II"wheal'''Il, " ,s ,mportan( Ihal the f..,Uow;ng rule. be "'-" I. Hc:od the aircraft illlO the w,nd. Z. Op .... at, the engIne un the grouml with the prnpellu in .. FLlII RPM p,osi u ..,,, , 1 AmId prolongcl idling at low RPM. plug> nn !'\:Suh from doi, p",c[iee 4. Ln,,, mh l U.., ,n "Full Rich". (Sec "Ground Ope"'l;on IIIgh Altitude Airport,n, I, for t:"<cepuoru) , Warm -u r 900·1200 K PM , PR E- TA KEO FF Cll EC K 1 Mainuin engill(: $peed n approximately 900 10 100(} KP\I for n le .... 1 m,"ute III w.um weather, and a< dUII"ll cold """Iher to PR"''''"1 el"nnlOO in the oil pump and 10 assure lulm''lInon l Advance slowly unti l tachometcr all engino: speed uf "Pprox''''''cJy 1200 KPM. Allo w additional WUIII -LIP tome .. thIS speed depend"'g on "mb,en! tcmperature, This tom,' loe u.cd for luiing 10 Ukfflff pO>lIlon The minimum allowahle olll<·mpcrnu.., for run·up (·jUlIO ,' .. lJo "0/ operale 1M nI}(t1l' <II ""'"lip speed 1",/e"," oJ u"'PC'<I'''" IS 7j"F ""mmum. Ope.QIOO" "111u t"fl"e.l' wo h'Xb " .peed /Hlorr ".Icbm" ",,,,;m,,,,, ou "','// cQu.e I" .. "I ,,;i pre.<.<"", 1 Perform all opo.:rllions with cowling nap s, if in>talled , (lOll open , wllh m,xlUrr ('Onlrol in "FULL RIO I" po.llion md prol"'Uer control s(:1 for R PM (except (or brief I.,.,ing of propdlcT g",' ernut). 4 ground to doc limc fOf and l(:'!Iti,,!!. 5 Inerca"", engin., 5p".,d 10 tSOO-l!MIO RPM onl)' long enough '0 I"'rform the follOWIng checks, t. Check Mag netos: MO\'c Ihe ignit io" switch fir.! 10 "R" and note engine RPM. then mo,,, switch back tu "nOTH" position to de .. olhlT ":1 of 'parb. rlugs Then n""'·" doc 10 "I ." po!ill1on and nOle f( PM The d,fferenCl.: bel ... -.,.cn doc IWO magroe l o, opcr<lled ind,vtJuo&lly 'ihouW "", diff", mo"" tlu.n 50 RPM. Uw ...... engine for CXC05''''' roughne« duri,,!! this check. Muimum allowable drop when 01"''''11118 on <me tll.lgnc-to i. 1 50 RPM. If nO dro p in RPM is ui><e.ved when operating on either magneto alone, thc .witch circun should be mspcctM .... ,Io KNINC .. AI,scn( uf RP;\\ ..I mp "hell d .. ,,,king malC"ctO'l tn.hclle in Ih( il(","on circurt_ Shoul<! . he I""pc ll, ,. be m",<'tl h;tnJ (Ii d lOrin!: p rdlightllhe engine mar sian UUK injur )" 10 !,<"""""eI. T ho< I)'f'" of malfunetio n <hauk! be eM , ree led pri'" 10 c""tlnued operation of Ihe " A U""O.·' D , ' a nor un, rllJ/,orluna of m.lgnero ,'/Jeck In,. "" ope rMIIlK on $;/Igle IgnitIOn, RPII drop .hou{J be '1Oled -"<1,"",/ ;ndic.llians art' 25-75 R PU d",p <I"d .lrglll rougbneu e,ub m.JgMro is S1 • .,/d'ed off Ab... "u "I" drop ""'Y mJ;e.. 01 "" i1lJfuh eire"" or It",eJ mJ1:"e/II. A" tWenm: RP. lf dmp uj1l.llly f"u/IY ""'8"ftI.' ,>r {ouli'J Jpolrk plug> 1 .\\agnef()s - BOlh 0" l Thwulc - 2200 RP\I "

" ] Mo,e tOWMd idle cutuf( umil for ren seconds. Rerum mIxt ur e 10 full rith RPM peak. and hold of .\tagn(1os· Rechtck. If rhe eogin., IS nOI ope"OlIng withIn §P<'tified limitS, if shoukJ 11<' In§pttte<i and prIor to continual "P"r:lriun:LI"''''i«. A"old prolonged "ngk magneto opeufion 10 pr.,dude fouling 01 the spark plugs, b Qr.,.,k 'hrotllt and propeller opcr:uion (I) ,\10\"1: eonuol loward low RPM posil'on and tachomete r. engine $l>ttd should dceru .se to m,mmum gOrtrnmg sp«d (200-100 RPM drop). Return gO'Tlnor comrol to 111gb postllon. Repear thIS pro<:cdurc two or t hree llm.'S to cIrculate warm 011 into the prupdler hub, (2) '\\o"e propeller to "fenher" posItion for 300 ItP, \1 drop I><,low minImum go,'crning RP M. tMn return comrol to "f Il ",crc • ..," RP.\\ po.ition. U CA UnON /)1) nor op b ""U t e eng"N "t" .peed tn excel'S uf 2()()() HI'M "ecessary 10 Il!St "nd ob.'crJr engme tn,lrumellf" l'ruper. 'nl;me cuu""g del'end. upo" fOrwdrd • pud of Ihe re'lillK If temprr"r:ure or pres;urt Imlll. ""I upprwcbeJ a. Oil Prnsure' ·Ih.. oil pre<surc rdief , ... I,'C win mainui" pr=re wnhrn the .pecllkd limns if the oillem"" .. ,ure i> I the specified li.mil< and If the IS nOt excessivciy worn ,:, dIrty. Fluctlllltng or low pressure may be due [0 dirt in the oil pr..... "re tdlef '-al"e or congealed o il in the b. Oil TemperatulC> The 011 cooler and oil tempnature comrol ,-ake wdl malntam 011 temperature with", the 'pccified rang... " "nl "" c(>Oler oil or air channci, are Oil tempenturc :l.bo'"<: the pre<cribcd hmlt may caUK a drop in o il pre"-l'urc, to upld wear of pun in the engine. e. Cylindcr H.,;t<.l Anr in cx""",, of the specified limIt n,"y cau><: or pioton d",moge . Cooling of cylinders on C)ltnde. haff16 being properly positioned on thc cylinder and hurd •. and other lOlnt, In the pressure comj»rlment being tight SO to force .11 b<.1 .... -.:en the eylinder fins. Proper coohng also dqK'llds on opernion p"ClICCS. Fud and m m,xtUre ntio WIll affect cyhndcr tenlpenturc. lean mIXture OV\.Thonng e\"<:n whm the cooling .ptem is in good condition Htgh po.... er low air . <pa<I. m-:ty o,",'l" honng br reducing the cooliog all flow. The engine dcpcods on .. m all" now dC'o'Cloped by Ihe for.... ... rd motion of tbe alr<nft for adequ.te cooling d. nallery ChargIng rhe ammeter should indicate. po<it;ve cbarging nte un\ll the ]lOwer u>cd for jt.rting ha. heen replaced by the ballery cha!)png elleuit. unic.s the decr"calload on the altc,nator i, h<:'1\")' enough to requlfe It. full output. The ammeter ruding should return 10 PU>lII"e .tide as M>On as lo.d is A 10" <harging ralC IS normal :lftcr the mitial recharging of the A .ero readIng or t1cg.ti\'c rcadrng with no ba ttnr load indicate. III altcTnatur or .yste m . CA UlIO!I.', Tbr turbud"'rgrr oil mJiC.:lwr. Tbe oil fO tbe .. Ihe Solme". ",d'C.:lfed by tb .. [b, .. $b41 nflb« .. ni f i,· by 011 f.um Ibe "lOg"''' u;1 f'n'$$ure 'pltm . rb .. pr,,'$Uff ",Jici1uJ IS ", .. at Ibe rurboclNrg/!T inlel e"K'"" uil must lie w.rrm. at Ic,m /()()" t· brfor .. wkeoJf. la .. ure prop" ,u,hacWrgc. OpcN/llm Tbe eng"'c .. ", be operdud at h'gh pnt:v:. ,.",iI,be oil w. .. btd Ib« If'mperillure "

TAKEOF F. •. P<.»ition m ixt ure to "FULL RICH"- inSI. ll ed, coI,,1 f bps should posit i one d as by aircraft m"n ufacturcr . b. Po,it i on aux il ia ry f ud pump switch as bv aircraft - c. Slowly advance to maximum allowable m. nifold 4 1.0 0' red On manifold gauge. NOTE .. . If th c tu rboc harger and indu c tion sy<t cm l''''p'c riv rigg ed, manifold pr=;urc will to 4 1.0 inches of ITg. throt tle 211 q o not contin ue to advance th rottle if ' t-IS apparent th at ove rb olJ" will occur . If m:rnifold press ure . RP.\ \ and . fuel fl ow are in ma ximum ranges, maXlnlUm power i. developed even through the t h, uulc is n ot fully A momentary manifold pressu,,- to 43 Kg. for than 10 seconds, or slaoilized full t hrott le indications up to 'H,S inch", ITt: will no t harm the engine. In cold 41.0" Hg. manifold press ur e will Ix- with sligh tly I ",s throttle angle. CAUTION. Wb en ambw1II temperature " below standard do not tbe manifold pru,ure required to obwin 100% Rated Power. Refer 10 IV, /'o wer CA uno,'Il . , . Avoid rapid t&roule operation. CLL\lR. a. Climb at 7S % power and must be done at "FU LL RICH" mi;<lure setting, with cowl flaps, if provided, ""t to temperature. If fud flow that fo r po wer bei ng used. then leaning to specified flow i, b. During di mo (immedia tely afte r nunifo ld pressure and, if to stay below 4 1.0 inch ma ximum manifold pressure .ctting (red line). DO NOT EXCEL!) T ill S LIMIT WARNING .. . Excc .. iv e o\ wbo ... ting wi ll th e engine and be cau.., f or engme in' l"'cri on or c. Redu ce to 75 % climb power. NOTE . . . Although this engine i, a pp w ,'ed fo r continuous oper ati on at 100% of Rated Power (4 1" Hg. , \\an ifold Pressure). it is ' el dom or desirable to do so for long per iods of time. when aircraft has been for dimlwut , should be rcdu<,e d. Recommended for normal climb is 7 S'*' . If power setting. of great er t han 75% NRP mu,t Ix: u..,d, puticular att e nt ion should be given to hea d,.and oil and mixtu re mu,t oe "F ULL RICH " .. NOTE . .. Fuel fl ow during pan th rott le Op.,.al;on win usua ll y be slightly higher th an Altho ugh thi, richne s.. is not harmf ul . it may be to adjust the control to achieve the exacr fud flow .., specified in t he Cruise Control Chan s (Secr io n IV ). When the mixture is leaned during climb opera tion, USe at le as t 80 pounds p'" hour at 7 S% NRP. WARN INC .. . At se tt ings abo ve 7S% NRP. do not usc th e gauge [0 " peak " E.G.T. If you an empt to "puk" E.C.T. wh il e t ru, i. ope rating at high power, burned "alve s, de tonation, and J'O'sible engine failure nn occur.

Continental TSIO-360 F & FB Aircraft Engine Operator's Owners Users Manual*

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