CATEGORY 4

CONTINENTAL MOTORS AIRCRAFT ENGINE

SERVICE INFORMATION DIRECTIVE

Compliance Will Enhance Safety, Maintenance, or Economy of Operation

SID97-3G
S upe rs ede s SID97-3F
TEC HNIC AL PORTION S

FAA APPROVED

SUBJECT:

Continuous Flow Fuel Injection Systems Adjustment

Specifications and Instructions

PURPOSE:

Provide specifications and instructions for adjustment of Continental Motors

(CM) fuel injection systems.

COMPLIANCE At engine installation, 100 hour/Annual Inspection, fuel system component

replacement or as required if operation is not within specifications.
MODELS
AFFECTED:

All CM Aviation Gasoline (AvGas) engine models equipped with CM

continuous flow fuel injection systems except IO520-N, NB; L/TSIO360-RB;
TSIO520-L, LB, WB; GTSIO520-D, F, K, N and GIO550-A engine models.
WARNING
The instructions and values provided in this document apply to
Continental Motors (CM) gasoline fuel injected engines that
conform to the original type design. Refer to the Supplemental
Type Certificate (STC) holders instructions for aircraft that
have been modified from the original type design.

I. GENERAL INFORMATION
Fuel injection system components manufactured by CM are adjusted and calibrated to meet
engineering specifications. Fuel injection system components installed on factory new and rebuilt
engines are adjusted to meet design specifications during operation in the production engine test
facility. These tests and adjustments are carried out in an environment of controlled fuel supply
pressures and calibrated test equipment.
When engines are installed in aircraft, they are configured with the aircraft manufacturers
induction system, fuel supply system, and are placed in service under varied conditions. These
structural and functional differences require scheduled monitoring and adjustment of the fuel
injection system to meet operational specifications before flight.
CAUTION: Engine performance, service life and reliability will be
compromised if the engine's fuel injection system is neglected.
Requirements set forth in this document cover general areas of
operation, maintenance, and servicing and do not supersede or
replace the Instructions for Continued Airworthiness (ICAs) provided
by the aircraft manufacturer(s). Reference the applicable Aircraft
Maintenance and Overhaul Manual for detailed fuel system
adjustment and maintenance procedures.
Aircraft and engines that have been modified from their original type design must have the fuel
injection system maintained in accordance with the Supplemental Type Certificate Holders FAA
approved instructions.

ISSUED

REVISED

1997/03/24

2015/10/21

2015 Continental Motors, Inc.

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

1 of 28

SID97-3

A fuel system operational check is required after any of the following circumstances: (1) at engine
installation, (2) during 100 hour and annual inspections, (3) whenever a fuel system component is
replaced or adjusted, (4) when changes occur in the operating environment.
II. ADJUSTMENT PROCEDURES
The following adjustment procedures are presented in a sequential format that must be followed
to ensure proper fuel system adjustment. Any fuel system that cannot be adjusted to meet the
specified values will require repair or replacement of the affected components prior to further
engine operation.
The adjustment procedures provided in this document also apply to engine fuel systems equipped
with Continental Motors (CM) Position Tuned Fuel Nozzles. Refer to Publication Number FI-2,
Position Tuned Fuel Injector Nozzle Installation and Maintenance Manual for more detailed
information and installation instructions.
A. REQUIRED TOOLS AND EQUIPMENT
CAUTION: Refer to the torque specifications, Table 1, Hose End
and Cap Fitting Torque Specifications, on page 15, when applying
torque to hose end fittings.
A complete set of tools and test equipment is essential for correct setup of CM fuel injection
systems. Various combinations of these tools and equipment will be used for fuel system
adjustment (depending on the engine model), to include the following general items:
1. CM recommends the Model 20 ATM-C Porta-Test unit (P/N 630045-20, ATM-C, or
equivalent), to ensure the fuel injection system meets all pressure and flow
specifications. The Model 20 ATM-C Porta-Test unit is available from the following
manufacturer:
Approved Aircraft Accessories
29300 Goddard Road
Romulus, Michigan 48174
1-734-946-9000

Figure 1. Model 20 ATM-C Porta-Test Unit

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

2 of 28

SID97-3

GAUGE METHOD: Calibrated gauges may be used as an optional tool to the Model
20 ATM-C Porta-Test Unit. Calibrated pressure and differential pressure gauges may
be purchased from various suppliers.
CAUTION: Pressure gauges must be accurate within 1%. Pressure
gauges must be checked for accuracy and calibrated in accordance
with the manufacturers instructions.
a. One calibrated 0-60 PSI gauge, graduated in 1 PSI increments. This gauge will be
used for unmetered pressure measurement, and
b. To perform metered pressure measurements and verification of aircraft fuel flow
indications:
1) on normally aspirated engines, one calibrated 0-30 PSI gauge, graduated in
0.2 PSI (maximum) increments, or
2) on turbocharged engines, one calibrated differential pressure gauge, 0-30 PSID
maximum, graduated in 0.2 PSI (maximum) increments
2. One digital hand-held tachometer capable of verifying aircraft tachometer accuracy
prior to fuel system adjustment.
3. Two swivel tees (P/N MS51523-B4). These fittings are typically used to connect fuel
lines for unmetered and metered pressure reference.

Figure 2. Tee (P/N MS51523-B4)

4. Hoses of appropriate diameters and sufficient lengths to allow personnel and
equipment to provide proper clearance from the propeller arc and blast area. Hose
connection requirements will vary by engine model.
5. Common hand tools including: 7/8, 11/16, 9/16, 1/2, 3/8, 7/16, 11/32, and 5/16
wrenches. A 1/4 drive ratchet and sockets, universal swivel, extension, and a 5/32
hex key (Allen) wrench, common screw driver, a calibrated torque wrench, an oil can,
mirror and flashlight.
6. Airframe boost pump.
7. General shop equipment and supplies including shop towels and a 2-5 gallon container
free of contaminants.
8. Safety equipment including hearing and eye protection must be used.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

3 of 28

SID97-3

B. PRE-SETUP REQUIREMENTS
WARNING
Stand clear of the propeller arc prior to proceeding and DO NOT
stand or place equipment within the arc of the propeller. Do not
smoke or expose the work area to ignition sources while
performing this procedure.
B.1. Fuel System Purge and Inspection
1. Remove the engine cowling according to the aircraft manufacturer's instructions.
WARNING
Fuel system contamination may lead to fuel system component
damage, erratic engine operation, loss of power, or engine shutdown.
Reference Service Bulletin SB08-4, Fuel Injection System
Contamination, anytime a CM continuous flow fuel injection system
component is removed for replacement, repair, or maintenance.
NOTE: This procedure is not required for a newly installed factory
engine or fully overhauled engine that has been previously ran.
2. During engine installation, purge the fuel system according to the following
instructions. The following steps involve utilizing the airframe boost pump to flush and
inspect specified quantities of fuel into an uncontaminated container. If contamination
exists, always locate the source and correct the issue before proceeding to the next
inspection step.
a. Flush a minimum of one gallon of fuel from the fuel pump inlet fuel line into a
clean, dry container. Inspect the flushed fuel. If free from contamination connect the
airframe boost pump outlet fuel line to the fuel pump at the inlet using the
appropriate maintenance instructions. If contamination exists, correct the issue
before proceeding.
b. Flush a minimum of one quart of fuel through the fuel pump (on fuel pumps with
integral mixture control) and outlet fuel line into a clean, dry container while working
the mixture control through its full range of operation. Inspect the flushed fuel. If free
from contamination, connect to the throttle and control unit using the appropriate
maintenance instructions. If contamination is found, correct the issue before proceeding.
c. Flush the fuel transducer hose (where installed) into a clean dry container. Inspect
the flushed fuel. If free from contamination, install the fuel transducer according to
the aircraft maintenance instructions. If contamination is found, correct the issue
before proceeding.
d. Flush a minimum of one quart of fuel through the throttle and fuel control unit into
a clean, dry container while working the throttle control through its full range of
operation. Inspect the flushed fuel. If free from contamination connect to the fuel
manifold valve using the appropriate maintenance instructions. If contamination is
found, correct the issue before proceeding.
e. Flush each fuel injector line separately into individual clean, dry containers. If the
flushed fuel is free from contamination, connect to the fuel injectors using the
appropriate maintenance instructions. If contamination is found, correct the issue
before proceeding.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

4 of 28

SID97-3

3. Locate the idle speed stop screw on the throttle body and turn it counter-clockwise two
complete turns (see Figure 11 through Figure 13). During fuel system adjustment,
IDLE RPM will be controlled manually using the cockpit throttle control.
4. Ensure all fuel system components are of the correct part number and are installed
properly. Correct any discrepancies noted.
5. Remove, inspect, clean, and reinstall or replace the aircraft and engine fuel screens
according to the aircraft manufacturer's instructions.
B.2. Engine Installation Inspection
WARNING
Use of inaccurate gauges will result in incorrect adjustment of
the engine fuel system, possible cylinder wear due to lean
operation, pre-ignition, detonation, loss of power and severe
engine damage.
1. Before making any checks or adjustments, verify the accuracy of the aircraft
tachometer, manifold pressure gauge, and fuel flow gauge. Any gauge found to be
inaccurate must be repaired or replaced before adjusting the fuel system.
2. Inspect all lines, hoses, and wire bundles for chafing, loose connections, leaks and
stains. Correct any discrepancies noted.
B.3. Induction and Exhaust System Inspection
1. Inspect the exhaust and induction systems for proper installation, security and leaks.
Correct any discrepancies noted.
a. Inspect the aircraft vapor return system for proper operation according to the
aircraft manufacturers instructions. Correct any discrepancies noted.
b. Ensure the fuel manifold valve vent and fuel pump drain lines are properly
installed, open and free of obstruction. Correct any discrepancies noted.
2. Inspect the aircraft induction air filter and alternate air system for condition,
operation and cleanliness. Repair or replace any component that is not airworthy
according to the aircraft manufacturer's instructions.
B.4. Linkage Inspection and Lubrication
WARNING
Failure to correctly install and maintain engine controls can result
in loss of system control and subsequent loss of engine power.
1. Inspect all engine control rod ends for wear, freedom of movement, proper
installation and security according to the aircraft manufacturer's instructions. Correct
any discrepancies noted.
2. Inspect the throttle and control assembly link rods (where used) for correct
installation, security and wear at the attach points. Correct any discrepancies noted.
3. Ensure all engine controls operate freely throughout their full range of travel and are
properly adjusted according to the aircraft manufacturer's instructions.
4. Lubricate all control rod ends and fuel system components according to the latest
revision of CM Service Bulletin SB95-2 and the Aircraft Maintenance and Overhaul
Manual.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

5 of 28

SID97-3

C. SETUP PROCEDURES
WARNING
Failure to properly support and stabilize component fittings
can result in fitting and/or component damage and loss of
system pressure. Reference the latest revision of SIL95-5.
NOTE: Adjustments to any component of the fuel injection system
can affect other system settings. Always verify the performance of
the entire fuel injection system whenever any fuel injection system
component is adjusted.
1. Loosen and remove the unmetered fuel supply hose from either the fuel pump outlet fitting,
the fuel control unit inlet fitting, or the throttle body/metering unit inlet tee (whichever is
most accessible). Some engine models have a fuel pressure connection fitting in the fuel
control inlet screen that may be utilized for unmetered pressure gauge attachment.
2. For engine models with integral throttle body/metering units (see Figure 11), remove
and set aside the cap fitting (P/N 639494) from the inlet tee. This cap will be reinstalled
after setup is complete.
3. Install the tee fitting (P/N MS51523-B4) directly to the fuel pump outlet fitting or to the
fuel control inlet fitting (see Figure 9 through Figure 13 as applicable). Torque the tee
fitting to the value specified in Table 1.
NOTE: Some installations may require combinations of different
fittings and hoses to facilitate installation of unmetered and metered
test equipment connections.
4. Attach the unmetered fuel supply hose to the straight end of the tee fitting (P/N
MS51523-B4) and torque to the value specified in Table 1.
5. Connect the unmetered test hose from the Porta-Test Unit to the tee fitting and torque
to the value specified in Table 1.
GAUGE METHOD: If using the 0 to 60 PSI gauge, connect the gauge to the tee
fitting using a length of hose which will provide proper clearance from the engine
cowling and propeller arc. Torque connections to the value specified in Table 1.
6. Loosen and remove the metered fuel supply hose from the manifold valve inlet fitting.
7. Install and torque the second tee fitting directly to the fuel manifold valve inlet fitting.
8. Attach the metered fuel supply hose to the straight end of the second tee fitting and
torque to the value specified in Table 1. On certain models there is an optional capped
fitting on the manifold valve in lieu of second tee fitting.
9. Connect the metered pressure test hose from the Porta-Test Unit to the second tee
fitting and torque to the value specified in Table 1.
GAUGE METHOD: If using the 0 to 30 PSI gauge, connect to the swivel end of the
tee fitting using a hose long enough to provide proper clearance from the engine
cowling and propeller arc. Torque all connections to the value specified in Table 1.
10.On turbocharged engine models; connect the Porta-Test manifold pressure hose and
the upper deck pressure hose to the engine following the instructions provided with the
Porta-Test unit.
ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

6 of 28

SID97-3

GAUGE METHOD: If using the 0 to 30 PSID differential gauge pressure fitting,

connect to the metered pressure tee fitting using a hose of sufficient length to provide
clearance from the aircraft and propeller arc. Connect an equal length of hose to the
suction side of the gauge and connect the other end to a location to reference
turbocharger compressor discharge (upper deck) pressure (see Figure 17 and Figure 18).
Turbocharged engine models (incorporating a fuel pressure regulator) must have the
regulator deactivated during the initial fuel system adjustment. (see Figure 14).
a. To deactivate the fuel pressure regulator, loosen and remove the fuel line or hose
from the center port fitting at the pressure regulator.
b. Install a cap on the center port fitting.
c. Install a plug in the removed line.
d. Torque the cap and plug to the values specified in Table 1.
e. Perform a pressurized leak test on the connections prior to proceeding with fuel
system adjustments.
11. Position the throttle control in the FULL OPEN position and the mixture control to
FULL RICH. Operate the aircraft boost pump in accordance with the aircraft
manufacturer's instructions. Following the instructions provided with the Porta-Test
unit, bleed all air from the test unit and hoses.
GAUGE METHOD: If using the alternative calibrated test gauges, loosen the test
connections at each gauge to bleed the lines of any air. Hold the gauge at or slightly
above the height of the fuel system component during the bleeding operation. Operate
the boost pump only long enough to allow purging of air from the installed test
equipment. Verify that all fuel lines, hoses and fittings are securely torqued and that
no fuel leaks exist before proceeding. Ensure test hoses have been routed clear of the
exhaust system and are securely supported over their entire length to avoid inaccurate
gauge readings.
WARNING
Verify all fuel has drained from the induction system prior to
attempting engine start. Failure to do so could cause hydraulic
lock and subsequent engine failure.
12.Install the engine cowling or cooling shroud during ground operation.
D. GROUND ADJUSTMENT PROCEDURES
The Operational Check form (included on the last page of this service bulletin) should be
reproduced and will be used to record adjustments and actual test indications. Also,
transcribe the applicable (baseline) IDLE and FULL POWER specified adjustment points
from Table 3 to the Operational Check form:
a.
b.
c.
d.
e.

Propeller RPM
Manifold Absolute Pressure (MAP)
Fuel Pressures (unmetered and metered)
Fuel Flow
IDLE MIXTURE RISE (recorded in the Remarks area)

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

7 of 28

SID97-3

D.1. Important Setup Notes

CAUTION: For L/TSIO360 and TSIO520 engine models equipped with a fixed
(ground adjustable) exhaust bypass, verify that the wastegate is adjusted
according to the aircraft manufacturer's instructions. Failure to do so can
result in an improperly adjusted fuel system and possible engine damage.
1. Test gauge readings must be taken with the gauges held at the same height above the
ground as the fuel system component being measured.
2. Engine driven fuel pump output pressures vary with engine RPM. During ground
operation, full power RPM may not be obtained. Use the Corrected Metered
Pressures found in Table 2 to correct the specified metered pressures if full power
RPM cannot be achieved.
3. On turbocharged engines, ensure manifold pressure is adjusted according to the aircraft
manufacturers instructions. Engine driven fuel pumps installed on turbocharged
engines are referenced to turbocharger compressor discharge pressure (upper deck
pressure) to achieve FULL POWER fuel pump pressure.
4. Turbocharged engines equipped with fuel pressure regulators must indicate a full
power metered pressure and fuel flow five (5) percent higher than the maximum
specified limit when the regulator is disconnected. This is required to ensure
adequate part-throttle fuel flow.
D.2. Recording Fuel System Performance
WARNING
Ensure the aircraft brakes are set and wheel chocks are properly
placed Forward and Aft of the main landing gear tires before engine
start. Do not stand or place equipment in the arc of the propeller.
1. Prepare the aircraft for ground run and start the engine in accordance with the aircraft
manufacturer's instructions. Advance the throttle to 1500 to 1800 RPM. While
monitoring all engine gauges, operate the engine at this power setting until the engine
temperatures and pressures have stabilized in the operational range.
CAUTION: Turn aircraft boost pump OFF to prevent adverse affects to
the adjustments (these instructions do not supersede or replace the
Instructions for Continued Airworthiness (ICAs) provided by the aircraft
manufacturer.
2. With the mixture control in the FULL RICH position, reduce the throttle to the specified
IDLE RPM. Record the unmetered fuel pressure indicated on the gauge.
3. Check the IDLE fuel/air mixture by slowly moving the mixture control from the FULL
RICH position toward the IDLE CUTOFF position until youve achieved the maximum
IDLE RPM. Record the IDLE MIXTURE RISE after returning the mixture control back
to the FULL RICH position.
NOTE: The IDLE MIXTURE RISE is the difference (or RISE) between
the IDLE RPM at FULL RICH and the maximum achievable IDLE
RPM. It is generally consistent for most engines (25-50 RPM) except
for the IO240-B (50-75 RPM). Refer and use requirements for mixture
checks and values requirements provided in your aircraft manufacturers
instructions. I.E. More than 50 RPM rise indicates the mixture is too
rich and less than 25 RPM or no rise indicates too lean.
ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

8 of 28

SID97-3

4. Slowly advance the throttle control (while monitoring all gauges) to full rated power
for the engine and allow the engine to stabilize for 15 seconds. Record all engine and
test gauge indications. Return the engine to the specified IDLE RPM.
CAUTION: DO NOT ALLOW ENGINE TEMPERATURES TO
EXCEED 420F CHT OR 210F OIL TEMP. After FULL POWER
operation, turbocharged engines must be operated at 800 to 1000
RPM for a minimum of five (5) minutes to allow engine temperatures
to stabilize prior to engine shutdown.
5. Compare the recorded IDLE fuel pressure, IDLE MIXTURE RISE, FULL POWER
RPM, manifold pressure (as applicable), unmetered fuel pressure, metered fuel
pressure, and fuel flow indications against the specified values.
a. If all recorded values are within specifications, set the IDLE RPM according to
Section D.3, step 6.
b. If any of the recorded readings are not within specifications, you must perform ALL
steps in Section D.3.
6. Shut down the engine.
D.3. Fuel System Corrective Adjustments
WARNING
Make all corrective adjustments with the engine STOPPED and
the IGNITION and MASTER switches in the OFF positions.
NOTE: Install the engine cowling or cooling shroud during all
ground operation.
1. To set the specified IDLE RPM and unmetered pump pressure:
a. Loosen the jam nut on the low pressure relief valve (see Figure 5 through Figure 13).
Turning the adjustment clockwise (CW) will increase pressure and counterclockwise
(CCW) will decrease pressure.
b. Operate the engine at 1500 to 1800 RPM for 15 seconds after each adjustment to
clear the engine, then reduce the throttle to the specified IDLE RPM.
c. Repeat adjustment (Section D.3, step 1) until pressure is within specified limits.
NOTE: Maximum part throttle full rich fuel flow will be achieved by
setting the idle rpm (low) unmetered fuel pump pressure to the
minimum value specified. With the idle rpm fuel/air mixture
properly adjusted (after completing Section D.3, step 2, below)
the fuel control metering plate orifices are indexed to the
maximum open position.
2. To adjust the IDLE fuel/air mixture to operate within specification:
a. Identify the correct mixture control assembly that is to be adjusted (see Figure 11 to
Figure 13). Make the necessary adjustment and record in the Remarks area of the
Operational Check form.
b. Operate the engine at 1500 to 1800 RPM for 15 seconds after each adjustment to
clear the engine, then reduce the throttle to the specified IDLE RPM
c. Repeat this adjustment (Section D.3, step 2) until the specified IDLE MIXTURE
RISE is achieved.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

9 of 28

SID97-3

3. Recheck IDLE RPM unmetered pump pressure. If pressure is not within limits, repeat
step 1 and step 2 until the specified values for both steps are achieved.
4. To set the specified FULL POWER metered fuel pressure:
a. On naturally aspirated engines with an adjustable orifice screw, turn the adjustable
orifice screw clockwise to increase or counterclockwise to decrease metered fuel
pressure (see Figures 5, 6, and 8).
NOTE: If installed, cut and remove the safety wire from the
adjustable orifice. It is not necessary to replace the safety wire to
the adjustable orifice housing after adjustment has been completed.
b. On naturally aspirated engines without an adjustable orifice screw or on
turbocharged engines without a fuel pressure regulator:
1) Loosen the aneroid adjustment screw jam nut (see Figures 7, 9, and 10.
2) Turn the aneroid adjustment screw counterclockwise to increase or clockwise to
decrease metered fuel pressure.
3) After final adjustment is accomplished, torque the jam nut to 25-30 inch pounds.
DO NOT EXCEED JAM NUT TORQUE LIMITS. Exceeding the jam nut
torque specification will result in damage to the aneroid housing threads and
subsequent maladjustment.
c. On turbocharged engines equipped with a fuel pressure regulator, perform a final
adjustment to the FULL POWER metered fuel pressure and fuel flow as follows
(see Figure 14):
1) Reconnect the regulator and torque connections to the value specified in Table 1.
2) Loosen the jam nut on the regulator adjustment set screw.
3) Turn the regulator adjustment screw clockwise to increase or counterclockwise to
decrease metered fuel pressure and fuel flow. On turbocharged engines equipped
with a fuel pressure regulator, the FULL POWER metered fuel pressure and
fuel flow must be adjusted to five (5) percent higher than the maximum specified limit when regulator is disconnected. This is required to ensure adequate
part-throttle fuel flow.
4) After final adjustments are completed, torque the jam nut to 21-25 inch pounds.
5. When FULL POWER metered fuel pressure has been adjusted to the specified values,
recheck:
a. IDLE RPM
b. Unmetered pump pressure
c. IDLE fuel/air mixture
If any values are not within specified limits, repeat adjustment procedures
(Section D.3, step 1 through step 5.
6. With the fuel system now set to the specified metered fuel pressure, set the IDLE RPM
to the aircraft manufacturers specified value by adjusting the idle speed stop screw
(reference Figure 11 through Figure 13; turn idle speed stop screw clockwise to
increase RPM or counterclockwise to decrease RPM).

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

10 of 28

SID97-3

E. FOLLOW-ON MAINTENANCE
1. Ensure the master switch, ignition switch and fuel selector are in the OFF positions.
2. Remove the engine cowling or cooling shroud in accordance with the aircraft
manufacturer's instructions.
3. Remove all test gauges, fittings and hoses that were installed for fuel system setup.
4. Reconnect all fuel hoses and cap fittings to their original locations.
5. Torque all fittings to the value specified in Table 1.
6. Verify cap assembly (P/N 639494, (see Figure 11)) is correctly installed on the inlet tee
fitting on throttle body/metering units. Torque the cap to 135-190 inch pounds
according to Table 1. This cap is cadmium plated and yellow chromate treated. DO
NOT install any cap other than P/N 639494 on the tee fitting under any circumstance.
7. Perform a complete fuel system leak check according to the aircraft manufacturers
instructions. If the aircraft manufacturer does not provide specific instructions, the
instructions below may be used. Correct any discrepancies noted.
a. Turn aircraft master switch to ON position.
b. Adjust mixture control to FULL RICH.
c. Adjust throttle control to 1/4 inch open.
d. Activate the aircraft boost pump to ON.
e. Inspect entire fuel system for fuel leakage
f. Return mixture and throttle to IDLE/CLOSED position
g. Turn aircraft boost pump OFF
h. Turn the aircraft master switch OFF
i. Allow fuel to drain from the cylinders prior to engine start; follow aircraft
manufacturer's instructions/ pilot's operating handbook (AFM/POH).
8. Install engine cowling in accordance with the aircraft manufacturer's instructions.
9. Perform a complete operational ground run-up and verify that all fuel system
performance specifications are achieved.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

11 of 28

SID97-3

F. FLIGHT CHECK
1. All naturally aspirated engines (except those with an altitude compensating fuel pump)
a. Refer to the AFM/POH, supplied by the aircraft manufacturer or Supplemental Type
Certificate (STC) holder, for aircraft operating instructions. A Flight Check is
required whenever:
1) an adjustment is made that may affect engine operational characteristics or performance,
2) if FULL POWER RPM was not obtained during fuel injection system setup or
ground run-up adjustment.
b. Repeat the setup and adjustments as required until the fuel injection system is
performing within specifications for the aircraft and engine.
2. Naturally aspirated engines (with altitude compensating fuel pumps (Auto-lean))
a. All naturally aspirated engines utilizing an altitude compensating fuel pump require
a Flight Check after:
1) engine installation, fuel system repairs or adjustments,
2) significant changes in geographic location from the last operational check,
3) if the auto-leaning function is suspect,
4) and at twelve month intervals, in conjunction with the Annual/ 100-hour inspection.
NOTE: Ensure the accuracy of aircraft fuel flow gauge and
tachometer has been verified. These gauges must be accurate or the
data recorded during flight check will not be valid.
b. Record the appropriate fuel flow vs. pressure altitude specifications from the correct
Engine Altitude Leaning Schedules and Auto-Leaning Chart on the Operational
Check Form (provided on the last page of this document). Reference:
1) M-7, Maintenance and Overhaul Manual for all IO360 engines.
2) Table 5 and Figure 4 for all other applicable engines.
3. Perform a complete preflight inspection, engine start, and ground run-up according to
the AFM/POH.
4. Set the aircraft altimeter to 29.92 In. Hg.
5. In accordance with the AFM/POH, conduct a normal take-off.
6. Climb must be accomplished using full throttle, FULL RICH mixture, and maximum
rated full power RPM.
7. Using the aircraft fuel flow gauge and altimeter, record fuel flows at all pressure
altitudes specified.
8. Compare the recorded fuel flows with the specified fuel flows for all pressure altitudes.
a. If fuel flow is within the minimum and maximum limits at all altitudes, no
adjustments are required.
b. If the fuel flow is not within specified limits at all pressure altitudes, the fuel
injection system auto-leaning schedule requires adjustment (see Section G).
ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

12 of 28

SID97-3

G. FUEL PUMP AUTO-LEAN SCHEDULE ADJUSTMENT

NOTE: On IO550-D, E, F and L model engines, do not attempt to
adjust the auto-leaning schedule if the aircraft is at a field with an
altitude greater than 3000 feet.
Refer to Section A of this document for required test equipment setup.
1. If not previously accomplished, adjust the engine fuel injection system according to
instructions in Section D of this document using the appropriate table for the engine
and aircraft.
2. Adjustments to the altitude compensating fuel pump aneroid adjustment screw will
result in a change to the auto-leaning schedule (see Figure 7 through Figure 9). One
complete revolution of the aneroid adjustment screw will increase or decrease the autoleaning schedule approximately 1000 feet. Make adjustment in small increments to
avoid drastic changes to fuel pump operating characteristics.
3. The altitude compensating fuel pump auto-leaning schedule is a function of the aneroid
adjustment screw (see Figure 8). This adjustment properly positions the bellows/rod in
the variable orifice housing.
a. Refer to the CM M-7, Maintenance and Overhaul Manual for the auto-leaning
schedule adjustments on all IO360 engines
CAUTION: The aneroid adjustment screw has an extra fine thread;
exceeding the jam nut torque will damage either the adjustable
aneroid stem or housing threads. Jam nut torque value is 25-30 inch
pounds.
b. For all IO550-D, E, F, & L Altitude Leaning Schedules refer to Figure 4. Adjustment
of the aneroid adjustment screw clockwise will decrease the altitude (moves
horizontally to the left on the chart) while counterclockwise adjustment will increase
the altitude (moves horizontally to the right on the chart) at a given pressure altitude.
Adjustments made to the adjustable orifice (see Figure 8) will correct the chart fuel
flow output vertically (see Figure 3).
CAUTION: The adjustable orifice screw is a tapered needle and may
become damaged if forced against its seat. This adjustment should
move freely. Do not continue adjustments if rotational resistance
increases suddenly.
4. Adjustments to the aneroid may affect the FULL POWER unmetered fuel pressure,
metered pressure, and fuel flow. It is important to maintain the balance between
these adjustments in order to achieve the specified fuel system parameters. Further
re-adjustment of the adjustable orifice (unmetered fuel pressure) may be necessary
after setting the auto-leaning schedule (see Section D.3, step 4.a.):
5. Review the Operational Check Form recorded data to determine if the auto-leaning
schedule is set correctly to the specified limits for your pressure altitudes (reference
Table 5 and Figure 4 for an IO550-D engine). Use the following example to correct
altitude offset errors and set the auto-leaning schedule:

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

13 of 28

SID97-3

a. Example altitude is 4000 feet with a measured fuel flow of 136 PPH. The optimum fuel
flow specified for this pressure altitude should be 144 PPH (the midpoint between
139 PPH to 151 PPH, according to Table 5.) However, this fuel flow example of 136
PPH is located outside specified limits and requires manual adjustment to the
aneroid adjustment screw to achieve the correct altitude offset.
b. Plot your initial reference as Point A (Pressure Altitude 4000 ft, Fuel Flow 136 PPH,
see Figure 3, bullet point 1).
c. Draw a single horizontal line directly through Point A and both fuel flow curves
(see Figure 3, bullet point 2). Plot the intersection of the horizontal line at the
midpoint of the fuel flow curve as the new reference coordinate, Point B).
d. The horizontal distance between points A and B is approximately 2750 ft. This
value represents the ALTITUDE OFFSET ERROR.

Figure 3. Calculating Altitude Offset Error (example only)

e. In this example, to achieve the correct altitude offset, we must rotate the aneroid
adjustment screw one complete revolution counterclockwise for each 1000 ft of
adjustment. Thus, to make an adjustment of 2750 ft requires rotating the aneroid
adjustment screw approximately 2-3/4 turns counterclockwise.
f. After verifying the aneroid screw adjustment has achieved the correct the altitude
offset, torque the jam nut to 25-30 inch pounds.
6. Perform a complete ground run-up and verify the unmetered and metered pressures,
IDLE MIXTURE RISE, and fuel flows are within the limits specified for the pressure
altitude. If these parameters are not within the limits specified, make adjustments
according to the instructions in Section D to achieve the specified values.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

14 of 28

SID97-3

7. Once the adjustments are complete, remove the test equipment in accordance with
Section E.
8. Perform a flight check according to instructions in Section F.
9. Repeat procedures until the engines fuel injection system meets all specifications.
Table 1. Hose End and Cap Fitting Torque Specifications
Brass or Aluminum End Fittings/Caps1

Steel Hose End Fittings/Caps1

Hose Size

Torque (inch lbs.)

Hose Size

Torque (inch lbs.)

#2 (.31x24)

50 80

#2 (.31x24)

75 120

#3 (.38x24)

70 105

#3 (.38x24)

95 140

#4 (.4375x20)

100 140

#4 (.4375x20)

135 190

#5 (.500x20)

130 180

#5 (.500x20)

170 240

#6 (.5625x18)

150 195

#6 (.5625x18)

215 280

#8 (.750x16)

270 350

#8 (.750x16)

470 550

#10 (.875x14)

360 430

#10 (.875x14)

620 745

#12 (1.063x12)

460 550

#12 (1.063x12)

855 1055

1.

Reference Service Information Letter SIL95-5 for information specific to hose and tubing installation.

Table 2. Static Ground Setup Compensation

Metered Pressure vs. RPM @ 70F Fuel Temperature1
Corrected Metered Pressure

(Metered Pressure x Correction Factor)

Static Engine RPM

Correction Factor

Rated RPM
-20
-40
-60
-80
-100
-120

1
0.991
0.982
0.973
0.964
0.955
0.946

1.

Minimum

Maximum

All values are approximate. Variations may occur due to specific engine and installation configurations.

IO520-BB Example: Maximum Rated RPM = 2700, Metered Fuel Pressure Range = 14.9 - 17.2. If the maximum
static engine RPM = 2640, (-60 RPM); use the Correction Factor of 0.973
The corrected minimum metered pressure limit @ 2640 RPM is 14.9 x 0.973 = 14.5
The corrected maximum metered pressure limit @ 2640 RPM is 17.2 x 0.973 = 16.7
The formula is: Metered Fuel Pressure Limits x Correction Factor = Corrected Metered Pressure Limits @
Static Engine RPM:

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

15 of 28

SID97-3

H. ADJUSTMENT SPECIFICATIONS
Table 3. Fuel System Adjustment Values
Idle and FULL POWER Fuel Pressures and Flows

Prop.
RPM

Engine1
IO-240-A, B

1000
Table 4
600
2700

IO-346-A, B
IO-360-A, AB, AF, C CB, D, DB, ES (ES
CIRRUS), G, GB, H, HB, J, JB, K, KB
TSIO-360-A, AB
TSIO-360-B, BB
TSIO-360-C, CB
TSIO-360-D, DB
L/TSIO-360-E, EB
TSIO-360-F, FB

Manifold
Metered
Absolute
Pressure Unmetered Nozzle
(MAP) Pump PSI2
PSI3
29.5
Table 4
-

9.4- 9.8
Table 4
7.0 - 7.5
19.0 - 21.0

Table 4
12.5 - 14.0

Fuel
(lbs/hr)4

Fuel
(gal/hr)4

78 - 85

13.3 - 14.5

See Maintenance and Overhaul Manual M-7

600
2800
600
2800
600
2800

32.0

600
2800
700
2575
700
2575

36.0

32.0
37.0

40.0
41.0

6.5- 7.5
27.2 - 31.2
6.5 - 7.5
27.2 - 31.2
6.5 - 7.5
34.0 - 37.0

15.8 - 16.7
15.8 - 16.7
16.7 - 19.3

119 - 124
115 - 124
135 - 145

20.1 - 21.0
20.1 - 21.0
23.0 - 24.7

6.5 - 7.5
34.0 - 37.0
6.25 - 6.75
43.0 - 46.0
6.25 - 6.75
40.0 - 43.0

16.7 - 19.3
15.8 - 18.3
15.8 - 18.3

135 - 145
130 - 140
130 - 140

23.0 - 24.7
22.1 - 23.8
22.1 - 23.8

TSIO-360-G, GB

700
2700

40.0

6.25 - 6.75
45.0 - 49.0

16.7 - 19.3

135 - 145

23.0 - 24.7

TSIO-360-H, HB

600
2800

34.5

6.5 - 7.5
29.0 - 33.0

14.9 - 17.3

125 - 135

21.3 - 23.0

TSIO-360-JB

600
2800
700
2800
700
2700
700
2700
700
2600

37.0

6.5 - 7.5
34.5 - 37.5
6.5 - 7.5
36.0 - 39.0
6.25 - 6.75
34.0 - 38.0
6.25 - 6.75
28.0 - 32.0
25 Minimum
35.0 - 45.0

16.7 - 19.3
17.7 - 21.2
14.7 - 16.7
13.6 - 15.3

134 - 145
140 - 155
135 - 145
125 - 135
140 - 150

22.8 - 24.7
23.8 - 26.4
23.0 - 24.7
21.3 - 23.0
23.3 - 25.5

L/TSIO-360-KB
TSIO-360-LB
TSIO-360-MB
L/TSIO-360-RB
TSIO-360-SB
O-470-GCI
IO-470-C, G, P, R
IO-470-D, E, F, H, L, M, N, S, U
IO-470-J, K
IO-470-V

ISSUED

REVISED

1997/03/24

2015/10/21

700
2600
600
2600
600
2600
600
2625
600
2600
600
2625

40.0
40.0
36.0
38.0
39.0
-

6.25 - 6.75
31 - 36
9.0 - 11.0
23.8 - 25.3
9.0 - 11.0
24.7 - 27.7
9.0 - 11.0
25.0 - 28.0
5.5 - 7.0
24.7 - 27.7
6.5 - 7.5
28.3 - 29.8

MFG5
15.1 - 17.8 131 - 151
14.7 - 16.9 122 - 129
14.8 - 17.3 123 - 130
15.0 - 17.5 124 - 131
14.8 - 17.3 123 - 130
17.8 - 18.8 123.5 - 131

22.3 - 25.7
20.8 - 22.0
21.0 - 22.1
21.1 - 22.3
21.0 - 22.1
21.0 - 22.3

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

16 of 28

SID97-3

Table 3. Fuel System Adjustment Values

Idle and FULL POWER Fuel Pressures and Flows

Engine1
IO-470-VO
GIO-470-A
TSIO-470-B, C, D
IO-520-A, J
IO-520-B, BA, BB C, CB
IO-520-D, F, J, K, L
IO-520-E
IO-520-M, MB
IO-520-P, LIO-520-P
L/TSIO-520-AE
TSIO-520-AF
TSIO-520-B, BB
TSIO-520-BE
TSIO-520-C, H
TSIO-520-CE
TSIO-520-D, DB
TSIO-520-E, EB
TSIO-520-G
TSIO-520-J, JB
TSIO-520-K, KB
TSIO-520-L, LB
TSIO-520-M, R
TSIO-520-N, NB

ISSUED

REVISED

1997/03/24

2015/10/21

Prop.
RPM
600
2625
450
2400
600
2600
600
2700
600
2700
600
2850
600
2850
600
2700
600
2500
600
2400
600
2700
600
2700
600
2600
600
2700
600
2700
600
2700
600
2700
600
2700
600
2700
600
2700
600
2700
600
2700
600
2700

Manifold
Metered
Absolute
Unmetered
Nozzle
Pressure
2
PSI3
(MAP) Pump PSI
35.0
32.5
35.5
32.0
38.0
32.5
37.0
32.5
34.5
35.0
36.0
33.0
38.0
36.5
38.0

6.5 - 7.5
28.8 - 31.0
9.0 - 11.0
26.0 - 28.0
5.5 - 6.0
28.0 - 30.0
9.0 - 11.0
29.0 - 32.0
9.0 - 11.0
28.0 - 31.0
9.0 - 11.0
30.0 - 33.0
9.0 - 11.0
29.0 - 32.0
6.0 - 7.0
29.0 - 32.0
6.0 - 7.0
26.2 - 26.9
7.5 - 8.5
34.5 - 38.0
5.5 - 6.5
35.0 - 39.0
5.5 - 7.0
29.0 - 32.0
5.5 - 7.0
25.0 - 28.0
5.5 - 7.0
29.0 - 32.0
5.5 - 6.5
33.0 - 36.0
5.5 - 7.0
29.0 - 32.0
5.5 - 6.5
31.0 - 34.0
5.5 - 6.5
31.0 - 34.0
5.5 - 6.5
31.0 - 34.0
5.5 - 7.0
29.0 - 32.0
25 Minimum
45.0 - 55.0
5.5 - 6.5
33.0 - 37.0
5.5 - 6.5
32.0 - 35.0

Fuel
(lbs/hr)4

17.8 - 18.8 132 - 137.5

15.5 - 16.5 145 - 155
15.0 - 17.0 145 - 155
15.9 - 18.2 136 - 146
14.9 - 17.2 136 - 146
17.0 - 19.4 143 - 153
16.1 - 18.3 143 - 153
16.7 - 19.3 136 - 146
14.3 - 16.2 130 - 140
15.2 - 16.5 160 - 165
18.4 - 19.9 180 - 186
16.0 - 17.9 165 - 175
12.7 - 14.1 214 - 224
15.3 - 17.2 160 - 170
16.2 - 18.0 215 - 225
13.3 - 15.1 160 - 170
15.6 - 17.7 175 - 185
15.8 - 17.6 181 - 191
16.9 - 18.7 170 - 178
15.1 - 17.4 163 - 175
MFG6
180 - 190
16.9 - 19.9 170 - 186
16.9 - 19.9 170 - 186

Fuel
(gal/hr)4
22.5 - 23.4
24.7 - 26.4
24.7 - 26.4
23.2 - 24.9
23.2 - 24.9
24.4 - 26.1
24.4 - 26.1
23.2 - 24.9
22.1 - 23.9
27.3 - 28.1
30.7 - 31.7
28.1 - 29.8
36.5 - 38.2
27.3 - 29.0
36.6 - 38.3
27.3 - 29.0
29.8 - 31.5
30.8 - 32.5
29.0 - 30.3
27.8 - 29.8
30.7 - 32.4
29.0 - 31.7
28.9 - 31.7

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

17 of 28

SID97-3

Table 3. Fuel System Adjustment Values

Idle and FULL POWER Fuel Pressures and Flows

Engine1
TSIO-520-P

600
2700
600
2700
600
2700
600
2700
600
2700

TSIO-520-T
TSIO-520-UB
TSIO-520-VB
TSIO-520-WB
GTSIO-520-C
GTSIO-520-D, H
GTSIO-520-F, K7
GTSIO-520-L, N7
GTSIO-520-M
IO-550-A, B, C, G, N, P, R
IO-550-D, E, F, L
GIO-550-A
TSIO-550-B, C, E, G, K, N
TSIO-550-G
MOONEY8
TSIOL-550-A
TSIOL-550-B
TSIOL-550-C
6-285 (TIARA)
1.

2.
3.
4.
5.
6.
7.
8.

Prop.
RPM

525
2400
467
2267
600
2267
467
2234
600
2700
600
2267
600
2500

Manifold
Metered
Absolute
Unmetered
Nozzle
Pressure
2
PSI3
(MAP) Pump PSI
36.5
39.5
36.0
40.5
39.5
34.5
39.5
44.5
39.0
40.0

5.5 - 6.5
33.0 - 37.0
5.5 - 6.5
33.0 - 37.0
5.5 - 6.5
33.0 - 37.0
5.6 - 6.5
36.0 - 39.5
25 Minimum
45.0 - 55.0
4.0 - 7.0
30.0 - 33.0
4.0 - 7.0
30.5 - 35.0
6.75 - 7.25
38.0 - 41.0
4.0 - 7.0
29.5 - 35.0

18.4 - 19.9
16.3 - 18.1
14.4 - 16.0
16.9 - 18.7
MFG7
16.5 - 17.5
15.7 - 17.3
17.4 - 18.8
16.4 - 17.9

Fuel
(lbs/hr)4

Fuel
(gal/hr)4

180 - 186
185 - 195
195 - 205
200 - 210
190 - 200

30.7 - 31.7
31.5 - 33.2
33.2 - 34.9
34.1- 35.8
32.4 - 34.1

215 - 225
250 - 260
300 - 310
255 - 265

36.6 - 38.3
42.6 - 44.3
51.1 - 52.8
43.4 - 45.1

See Maintenance and Overhaul Manual M-16

8.0 - 10.0
32.0 - 36.0 17.2 - 20.0 143 - 155
25 Minimum
175 - 185
45 - 55
MFG7
See Maintenance and Overhaul Manual M-18
33.5
7.0-9.0
20.0-23.0
10.4-11.6
177-180

24.4 - 26.4
29.8 - 31.5
30.0-30.7

600
2600

35.0

5.5 - 6.5
32.5 - 35.5

17.0 - 19.0

170 - 180

29.0 - 30.7

600
2700
600
2600

35.0

6.0 - 8.0
36.0 - 40.0
6.0 - 8.0
37.0 - 40.0

20.0 - 22.5
15.0 16.5

175 - 185
204 - 216

29.8 - 31.5
34.8 36.8

39.5

See latest revision of Continental Motors Service Bulletin M79-4.

The setup procedures contained in this bulletin are only for use on engines that have not been modified from their original configuration as
shipped from the factory by Continental Motors Engines which have been modified by the installation of aftermarket components such as
turbo-normalizing systems, turbocharging systems, intercoolers, after-coolers, fuel nozzles, etc., whether by STC or field approval, must
use the instructions provided by the STC holder or installer. CM will not accept responsibility or liability for any modified engine set up
according to the instructions contained in this Service Information Directive.
FULL POWER unmetered fuel pump pressure limits are provided for reference only. Use metered fuel pressure specifications for adjustments at full power.
Use for full power, maximum RPM adjustment only. All other parameters for reference only, Footnote 2 applies.
May be determined using a calibrated in-line flow measuring device. Otherwise use metered fuel pressure specifications. Refer to Aircraft
Manufacturer's Maintenance and Overhaul Manual for method of verifying accuracy of fuel flow indicator.
Refer to the aircraft manufacturer's instructions for adjustment procedures.
Refer to the aircraft manufacturer's instructions for adjustment procedures.
Refer to the aircraft manufacturer's instructions for adjustment procedures.
TSIO550-G installed in Mooney aircraft has been rated to a power level that is less than the approved Type Certificate Data Sheet. Refer to
the Mooney Aircraft Maintenance and Overhaul Manual for setup instructions.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

18 of 28

SID97-3

Table 4. IO240-A, B Without Altitude Compensating (Aneroid Equipped) Pump

FULL THROTTLE STATIC RPM METERED FUEL PRESSURE SPECIFICATIONS

Full Throttle
Static Engine
RPM

Nominal Metered Fuel

Pressure
(allowed variation 0.3

Full Throttle
Static Engine
RPM

Nominal Metered Fuel

Pressure
(allowed variation 0.3

1800
1850
1900
1950
2000
2050
2100

7.8
8.1
8.3
8.6
8.8
9.1
9.4

2150
2200
2250
2300
2350
2400

9.6
9.9
10.2
10.5
10.8
11.2

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

19 of 28

SID97-3

Table 5. IO550-D, E, F, & L Engine Altitude Fuel Schedule

FULL THROTTLE, FULL RICH MIXTURE 300 BHP @ 2700 RPM

Pressure Altitude
(Set Altimeter at 29.92 in. Hg.)

Fuel Flow
(lbs/hr)
Min.

Sea Level
143
1,000
142.5
2,000
142
3,000
141
4,000
139
5,000
136
6,000
133
8,000
124
10,000
114
12,000
107
14,000
102
Gasoline = 5.87 lbs per gallon @ 70 F.

Max.

155
154.5
154
153
151
148
145
136
126
119
114

Fuel Flow
(gals/hr)
Min.
24.4
24.3
24.2
24.0
23.7
23.2
22.6
21.1
19.4
18.2
17.4

Max.
26.4
26.3
26.2
26.1
25.7
25.2
24.7
23.2
21.5
20.3
19.4

Metered Fuel
Pressure PSID
Min.
17.2
17.1
17.0
16.9
16.5
16.0
15.5
14.0
12.5
11.5
10.8

Max.
20.0
19.9
19.8
19.6
19.2
18.7
18.2
16.6
15.0
13.9
13.1

Figure 4. IO550-D, E, F & L Altitude Leaning Schedule

NOTE: Rotating the aneroid adjustment screw (increase/decrease)
corrects the altitude offset in the altitude leaning schedule.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

20 of 28

SID97-3

Figure 5. Fuel Pump, Naturally Aspirated Engine

Figure 6. Fuel Pump with Mixture Control, Naturally Aspirated Engine

NOTE: The adjustable orifice screw is a tapered needle and may
become damaged if forced against its seat. This adjustment should
move freely. Do not continue adjustments if rotational resistance
increases suddenly.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

21 of 28

SID97-3

Figure 7. Altitude Compensating Fuel Pump (Auto-Lean),

Naturally Aspirated Engine (without adjustable orifice)

Figure 8. Altitude Compensating Fuel Pump (Auto-Lean),

Naturally Aspirated Engine (with adjustable orifice)
NOTE: The adjustable orifice screw is a tapered needle and may
become damaged if forced against its seat. This adjustment should
move freely. Do not continue adjustments if rotational resistance
increases suddenly.

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

22 of 28

SID97-3

Figure 9. Aneroid Equipped Fuel Pump, Turbocharged Engine

Figure 10. Aneroid and Mixture Control Equipped Fuel Pump, Turbocharged Engine

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

23 of 28

SID97-3

Figure 11. Throttle and Metering Assembly

Figure 12. Throttle and Control Assembly, Front View

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

24 of 28

SID97-3

Figure 13. Throttle and Control Assembly, Side View

(various orientations)

Figure 14. Fuel Pressure Regulator, Turbocharged Engine

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

25 of 28

SID97-3

Figure 15. Typical Naturally Aspirated Fuel System Schematic

(with Fuel Control Unit)

Figure 16. Typical Naturally Aspirated Engine Fuel System Schematic

(Fuel Pump w/Integral Mixture Control)

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

26 of 28

SID97-3

Figure 17. Typical Turbo-Charged Fuel System Schematic

(with Fuel Control Unit and Fuel Regulator)

Figure 18. Typical Turbo-Charged Engine Fuel System Schematic

(Fuel Pump w/Integral Mixture Control)

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

27 of 28

SID97-3

ISSUED

REVISED

1997/03/24

2015/10/21

PAGE NO DOC NO REVISION

P.O. Box 90 Mobile, AL 251-436-8299

28 of 28

SID97-3

Actual

M.A.P.

Actual

Actual

Spec

Actual

M.A.P.

Spec

Actual

Spec

Signature:

Actual

Fuel Flow
Spec

Actual

Fuel Flow
Spec

Rear

EGT
F

TIT
1

Spec

Actual

EGT oF

Spec

Actual

TIT oF

Actual

CHT oF
Spec

Actual

Oil PSI
Spec

Cylinder Head Temperature oF

Spec

Actual

Oil Temp. oF

PSI

Oil
o

Field In. Hg:

*The IDLE MIXTURE RISE is consistent for most engines (25-50 RPM) except for the IO-240-B (50-75 RPM)

FLIGHT TEST DATA (Record gauge indications)

Actual

Metered

Pressure Altitude
(Set altimeter to 29.92 In. Hg)

Spec

Unmetered

Fuel Pressure

Remarks: (Record IDLE MIXTURE RISE, magneto drop, etc.)

Spec

R.P.M.

Spec

R.P.M.

Engine Total Time - New - Overhaul

Front

FUEL SYSTEM ADJUSTMENT (Record engine specifications and actual gauge indications)

Right

Engine Serial Number:

Left

Engine Position:

OAT:

Engine Model:

Elevation:
Aircraft Registration #:

Location:

Aircraft Make & Model:

Date:

OPERATIONAL CHECK FORM

I.A.S.
(knots)

CW

CCW

Adjustment
(# of turns)