Enviar esta Página Cerrar Ventana
 
[Cerrar]
 

Empresa Newsletters

[Atrás]  [Enviar esta Página]  [Imprimir]

      Lycoming Continental Engine Family (# )

 
Lycoming Continental Engine Family
Lycoming, Avco Lycoming, Textron Lycoming (US)

The Lycoming Manufacturing Company was founded in 1908 in Williamsport, Pennsylvania to build automobile and marine engines. Lycoming engines powered 57 different makes of automobiles in 1924 alone, and then became a subsidiary of the Cord and Auburn automobile firms. The R-680 radial aircraft engine was developed in 1929. By 1932, Lycoming was part of the Aviation Corporation of America (renamed Avco in 1947). Lycoming certified their first HOAE, the O-145, in 1938. Textron, Inc. acquired the Avco Lycoming Williamsport and Stratford (Connecticut) Divisions in 1985. During 1987, their engines became known as Textron Lycoming engines. The aircraft gas turbine business of the Stratford Division of Textron Lycoming was sold to Allied Signal Company in 1994. Allied Signal merged with Honeywell Corp. in 1999. Aircraft piston engines continue to be built by Textron Lycoming in Williamsport. In a ceremony at the EAA Oshkosh Airshow on 7/27/2001, the 300,000th Lycoming HOAE was delivered. Textron Lycoming, in April 2002, was renamed "Lycoming - A Textron Company" to reflect the familiarity and strength of the Lycoming brand name.

Lycoming had licensing arrangements with three European companies for production of Lycoming engines in the 1950s and 1960s. One agreement was with Piaggio of Italy, see W56 to W59-60. Piaggio built Lycoming O-435, GO-435, VO-435, GO-480, and GSO-480 engines under this agreement.

BMW Triebwerkbau of Germany also had an agreement with Lycoming. BMW built Lycoming GO-480-B1A6 engines under license for German-built aircraft. BMW Triebwerkbau received FAA type certificate 7E1 on 2/16/61 for this Lycoming engine.

The final arrangement with Potez of France was quite different. Potez was purchased in 1963 by Avco, then the parent of Lycoming (BGE; J63-64 to J65-66). The new firm, Potez-Avco, continued Potez HOAE production, distributed Lycoming engines, and built some Lycoming models until about 1966. It is not known by the compiler which engines were built, but the Lycoming O-235-C1; O-290-D, -D2; O-320; O-340; O-360; O-435; and O-540 were included in the agreement (J63-64 to J65-66).

The Textron Website is very comprehensive and provides basic information for all engine models in their current inventory. When you reach the site, click on the engine photo (or the block printing "Lycoming"). Next, you click on "Product Sales" and then on "Piston Engine Selection Guide" where you can select engine families to find the specific model(s) for which information is desired. All models listed on the Website are indicated below as being in current production. The Lycoming Website also lists aircraft applications (both US and foreign) for most engine models. This information can be found from "Product Sales" by clicking "Certificated Piston Aircraft Engines & Installation Guide (SSP-401)".

Some Technical Observations:

(1) Fuel injection in the intake manifold at each cylinder of many Lycoming engines has been offered as an option since 1960 and is denoted by the IO prefix.

(2) Lycoming offered geared versions of many of their engine designs beginning in 1939 with the GO-145 versions of their initial HOAE design, and always denoted them by the GO suffix. The gear ratio is the (propeller rpm divided by the engine crankshaft rpm) and is presented where known.

(3) As the follow-on to their initial O-145 design, Lycoming made the decision to develop engines of nominally 100 hp (O-235), 125 hp (O-290), 150 hp (O-350), and 175 hp (O-435). The O-235 and O-350 were 4- and 6-cylinder engines, respectively, with the same bore and stroke, while the O-290 and O-435 were also 4- and 6-cylinder engines, respectively, with the same bore and stroke. Only the bore was different by 0.5 inches between the two pairs. All four of these engines were introduced between 1940 and 1942 and had a long production and development life except the O-350, which appears to have been unsuccessful. Harold Morehouse was involved in the design of this series and continued active participation in the design and development of Lycoming engines until his retirement at the end of 1965.

(4) Lycoming has built two different engines with the Lycoming O-580 designation, one with 8 cylinders from 1948 and the other with 6 cylinders from 1998. In this compilation, I have chosen to refer to them as the O-580(8) and the O-580(6), respectively. Please note that these designations are for convenience here only, and do not reflect Lycoming´s official designation system. Since the 8-cylinder engine has been out of production since about 1961, there is no confusion in contemporary usage.

(5) All families of Lycoming horizontally-opposed aircraft engines are listed in the table of Lycoming Engine Families. This table gives a compact reference to their chronological and technical development.


O-145 -- {3.625 / 3.5 / 144.5} / {92.1 / 88.9 / 2368}

4cyl; O-145-A, (later -A1); 50hp@2300rpm; 1938-1940; Wt = 147-150#; TC = 199 on 6/13/38 - expired 11/2/50.
Single-ignition version.
Ae39; S; W41toW45.
Applications: (US) Aeronca 50-L, 50-TL Chiefs; Piper J-3L50 Cub; Porterfield LP-50 Collegiate; Ross RS-1; Taylorcraft BL.

4cyl; O-145-A2; 55hp@2300rpm; 1938-1945; Wt = 157-163#; TC = 199 on 11/3/38 - expired 11/2/50.
Dual-ignition versions.
Ae39toAe43; AY40,41; J41toJ45-46; U&C; W41toW45.
Applications: (US) Aeronca 50-LA Chief; McRae Super Dart homebuilt; Piper J-3L55 Cub, J-4F Cub Coupe; Porterfield LP-55 Collegiate; Taylorcraft BL-55.

4cyl; O-145-B; 65hp@2550rpm; 1939-1950; Wt = 166-169#; TC = 210 on 5/24/39 - expired 11/2/50.
Single- and dual-ignition versions available initially; only dual-ignition versions available after 8/1/41.
Ae39toAe43; AY40,41; Fahey USAAF; J41toJ52-53; W41toW47.
Applications: (US) Aeronca 65-LA, -LB Chiefs, 65-TL, -TAL Tandems; Luscombe 8-B Silvaire; Mooney M18LA Mite; Northrop N-1M "Jeep"; Piper J-3L65 Cub, J-4F Cub Coupe, J-5B Cub Cruiser, PA-15 Vagabond; Porterfield LP-65 Collegiate; Ross RL-2L; Stinson 10-B Voyager; Taylorcraft BL-65, BL-12-65, DL-65; Thorp T-11 Sky Skooter.

4cyl; O-145-C; 75hp@3100rpm; 1939-1946; Wt = 166-169#; TC = 210 on 4/8/39 - expired 11/2/50.
Single- and dual-ignition versions available initially; only dual-ignition versions available after 8/1/41.
Ae39toAe43; AY40,41; J41toJ45-46; W41toW46.
Applications: None found.

4cyl; GO-145-C; 75hp@3200rpm; 1939-1945; Wt = 193-195#; TC = 210 in c.1939 - expired 11/2/50.
Geared to 0.630 (17:27); Single- and dual-ignition versions available; only dual-ignition versions available after 8/1/41.
Ae41toAe43; AY40,41; J41toJ45-46; W41toW45.
Applications: (US) Funk B-75-L; General GI-80 Skyfarer; Piper J-5B Cub Cruiser; Rich-Twin 1-X-2; Stinson 10-B Voyager; Vought-Sikorsky VS-300 (initial versions of Sikorsky´s first successful helicopter).


O-160 -- {5.125 / 3.875 / 159.9} / {130.2 / 98.4 / 2620}

Same bore and stroke as O-320, O-480.
Same bore as O-340, O-360, O-540, O-541, O-720.
Same stroke as O-235, O-290, O-350, O-435, O-580(8).
Proposed engine for experimental light aircraft. Lycoming announced it and displayed a mockup in 1985 at the Paris Air Show and the EAA Fly In at Oshkosh. The engine mockup had a rear-mounted flywheel and prop-flange counterweights for smoother engine operation. Certification was planned for 1986, but Lycoming discontinued development in 1986, instead.

2cyl; O-160; 70-80hp@N/Arpm; 1985-1986; Wt = N/A; TC = none.
J85-86toJ86-87; SA10/85, 12/86.
Applications: None.


O-233

Original designation of O-235.


O-235 -- {4.375 / 3.875 / 233.0} / {111.1 / 98.4 / 3818}

Same bore and stroke as O-350.
Same stroke as O-160, O-290, O-320, O-435, O-480, O-580(8).
Originally known as O-233 in early production.

4cyl; O-235; 100hp@2450rpm-125@2800; 1940-present; Wt = 236-255#; TC = 223 on 8/26/40.
Ae41toAe43; AY41,51,52,60; Fahey USAAF; J41to present; S; W41toW70.
Applications: (US) American Aviation (later, Grumman American & Gulfstream American) AA-1, -1A, -1B, -1C, Tr-2 Yankee (also T-Cat & Lynx); Beech 77 Skipper; Bellanca Trainer (Aeronca 11 modernized); Call-Air A-1; Cessna 152; Champion (later Bellanca & American Champion) 7ECA, 7GCBC Citabrias; Monocoupe 90AL-15; Piper J-5C, PA-12 Super Cruisers, PA-14 Family Cruiser, PA-16 Clipper, PA-22 Colt, PA-38 Tomahawk; Taylorcraft F21.


O-245

Bill Gunston has reported (BGP, p.182) that in the mid-1980s, Lycoming experimented with redesigning engines to operate on 80 octane, unleaded autogas. The O-235 was modified with an increased stroke and with a lower compression ratio that would be compatible with autogas. The resultant O-245 still had the performance of the O-235; see, also, the Lycoming O-365.


O-290 -- {4.875 / 3.875 / 289.3} / {123.8 / 98.4 / 4741}

Same bore and stroke as O-435, O-580(8).
Same stroke as O-160, O-235, O-320, O-350, O-480.
Specifications and applications of USAAF and USAF versions of the O-290 series up to January 1950 can be found in the AMC reference, a copy of which is available under the "Reference" heading on the Website of the Aircraft Engine Historical Society.

4cyl; O-290; 125hp@2450rpm-135@2600; 1942-1977; Wt = 230-251#; TC = 229 on 7/27/42.
This basic engine was also developed as a Ground Power Unit (GPU) for many military uses. Many of these were sold as government surplus and have been converted for homebuilt light aircraft applications.
Ae41toAe43; AMC; AY41,51,52,60; Fahey USAAF; J41toJ76-77; S; W41toW70.
Applications: (US) Boeing XL-15; Call-Air A-2, -4; Champion 7GC Sky-Trac; Culver PQ-8A; Glenview GMP-2 Fly-Ride; Grumman G-63 Kitten, G-65 Tadpole, G-72 Kitten II; Piper YL-14, PA-18-135 (L-21A) Super Cub, PA-20 Pacer, PA-22-135 Tri-Pacer, PA-23 Apache prototype (Twin Stinson); Rawdon T-1; Riley Twin-Navion; Seibel S-4A (YH-24); Spezio Tuholer homebuilt; Taylor Aerocar Model 1; Texas A&M Ag-3; Transcendental 1-G.

4cyl; XO-290-5; 125hp@3000rpm; 1942-1947; Wt = 303#; TC = none.
Military engine with fan and oil cooling for helicopter applications.
AMC.
Applications: (US) Firestone (G&A Aircraft) XR-9, -9A, -9B (later XH-9, -9A, -9B), GA-45D.

4cyl; GO-290; 145-160hp@3000rpm; 1942-1947; Wt = N/A; TC = none.
Geared to 0.642.
AY41; J45-46toJ47; S; W46to47.
Applications: None found.


O-320 -- {5.125 / 3.875 / 319.7} / {130.2 / 98.4 / 5240}

Same bore and stroke as O-160, O-480.
Same bore as O-340, O-360, O-540, O-541, O-720.
Same stroke as O-235, O-290, O-350, O-435, O-580(8).

Various engine overhaul and replacement-parts manufacturers began, in about 2000, to offer newly manufactured engine kits and assembled engines which followed the basic design of the parallel-valve versions of the Lycoming O-320, IO-320, and other engines. These engines are not certificated, and can be used only for homebuilt and other experimental aircraft. Some of the firms producing these "O-320" engines claim to have detailed improvements over the corresponding Lycoming type-certificated engines. Firms in North America offering these "O-320" models without TCs are: Aero Sport Power of Canada, Penn Yan Aero, and Superior Air Parts.

4cyl; O-320; 140hp@2450rpm-160@2700; 1953-present; Wt = 243-256#; TC = 274 on 7/28/53.
AY60; J53-54to present; S; W53toW70.
Applications: (US) American Aviation (later Grumman American & Gulfstream American) AA-5 Traveler, AA-5A Cheetah, GA-7 Cougar; Arctic Tern; Beech 23 Musketeer, Sport 150; Bellanca 7GCBC Scout; Cessna 172I through 172P (except 172J & 172O) Skyhawks, 177 Cardinal, 303; Champion 7GC Olympia, (also Bellanca & American Champion) 7GCAA Citabria, 7GCB Challenger, (also Bellanca & American Champion) 7GCBC Citabria; Colonial Skimmer; Lancair 320 Mk II; Maule M-7-160; Monocoupe Meteor I; Mooney M20; Piper PA-18-150 Super Cub, PA-22-150 TriPacer, PA-23-150 Apache; PA-25-150 Pawnee, PA-28-250 Cherokee, Warrior I, II; Rawdon T-1, T-1S; Riley Twin-Navion; Robinson R-22 series; Stoddard-Hamilton Glasair Super II, Glastar; Taylor Aerocar Model 2; Varga 2150 Kachina.

4cyl; IO-, LIO-320; 150-160hp@2700rpm; 1961-present; Wt = 252-269#; TC = 1E12 on 4/10/61 & 8/28/69.
J63-64to present; S; W66-67toW70.
Applications: (US) Champion (Bellanca) 7KCAB Citabria, 8KCAB Citabria; Lancair Mk II; Piper PA-30 & PA-39 Twin Comanche.

4cyl; AIO-320; 160hp@2700rpm; 1969-1977; Wt = 275-276#; TC = 1E12 on 6/3/69.
Aerobatic engine with fuel system for inverted flight and dry-sump oil system.
J70-71to J76-77; S.
Applications: (Germany) MBB Bö 209-C Monsun.

4cyl; AEIO-320; 150-160hp@2700rpm; 1974-present; Wt = 258-271#; TC = 1E12 on 4/12/74.
Aerobatic engine with fuel system and wet-sump oil system for aerobatic flight.
J74-75to present; S.
Applications: (US) Bellanca (American Champion) 8KCAB Decathlon; Stolp Starduster II.


O-340 -- {5.125 / 4.125 / 340.4} / {130.2 / 104.8 / 5578}

Same bore as O-160, O-320, O-360, O-480, O-540, O-541, O-720.

4cyl; O-340; 160-170hp@2700rpm; 1954-1977; Wt = 247-250#; TC = 277 on 7/20/54.
AY60; J56-57toJ76-77; S; W56toW62-63.
Applications: (US) Peterson Super V (Beech 35 Conversion to twin); Riley Twin-Navion; Thalman T-4.

4cyl; VO-340; 162hp@N/Arpm; 1954-1965; Wt = N/A; TC = none.
J57-58; S.
Applications: (US) Brantly B-2 (second prototype).


O-350 -- {4.375 / 3.875 / 349.5} / {111.1 / 98.4 / 5727}

Same bore and stroke as O-235.
Same stroke as O-160, O-290, O-320, O-435, O-480, O-580(8).

6cyl; O-350; 150hp@2500rpm; 1941-1945; Wt = 341-347#; TC=227 in c.1941 - expired 5/11/45.
Ae41toAe42; AY41; J41toJ45-46; S; W41toW44.
Applications: None found.


O-360 -- {5.125 / 4.375 / 361.0} / {130.2 / 111.1 / 5916}

Same bore and stroke as O-540, O-541, O-720.
Same bore as O-160, O-320, O-340, O-480.
Same stroke as O-390, O-580(6).

Various engine overhaul and replacement-parts manufacturers began, in about 2000, to offer newly manufactured engine kits and assembled engines which followed the basic design of the parallel-valve versions of the Lycoming O-360, IO-360, and other engines. These engines are not certificated and can be used only for homebuilt and other experimental aircraft. Some of the firms producing these "O-360" engines claim to have detailed improvements over the corresponding Lycoming type-certificated engines. Firms in North America offering these "O-360" models without TCs are: Aero Sport Power of Canada, Aircraft Engine Specialists, America´s Aircraft Engines (Eagle), Engine Components (ECI, Titan), Teledyne Mattituck, Penn Yan Aero, and Superior Air Parts. On 3/31/04, Superior Air Parts received FAA TC = E00001SC for their Vantage O-360 and Vantage IO-360 engines, which incorporate the improvements introduced on their non-certificated versions.

4cyl; O-, LO-360; 168-180hp@2700rpm; 1955-present; Wt = 256-303#; TC = 286 on 7/20/55.

*** Note: Although this Website does not list STC data generally, there is an O-360 STC that is of general interest. Teledyne Continental Motors has obtained STC = SE02291AT, dated 7/26/01, for converting Lycoming O-360 models built under TC = 286 from carburetion to fuel injection plus the addition of a Teledyne Aerosance FADEC system for total engine control. TCM calls this modified engine the IOF-360; new TMX IOF-360 engines for non-certificated experimental aircraft can be obtained from Teledyne Mattituck. ***

AY60; J56-57to present; S; W56toW70.
Applications: (UK) Auster J-1U Workmaster. (US) American Aviation AA-2 Patriot, (later Grumman American, Gulfstream American, American General & Tiger Aircraft) AA-5B, AG-5B Tiger; Baumann B-360; Beech 23, 24 Musketeer, Sundance 180, 76 Duchess, 95 TravelAir; Bellanca (American Champion) 8GCBC Scout, Scout CS; Cessna 172Q Cutlass, 172 RG Cutlass RG, 177A & 177B Cardinals; Great Lakes 2T-1A-2; Groen H2X Hawk III; Lancair 360 Mk. II; Maule M-4, M-5-180, M-7-180; Mooney M20A to M20D, M20G Statesman; Piper PA-24 Comanche, PA-28 Archer III, PA-44-180 Seminole; Robinson R-22 Beta & Mariner; Saturn (Monocoupe) Meteor II; Stoddard-Hamilton (later New Glasair) Glasair Super II.

4cyl; VO-360; 180hp@2900rpm; 1959-1965; Wt = 269-270#; TC = 1E1 on 1/29/59.
AY60; J59-60toJ65-66; S; W59-60toW62-63.
Applications: (US) Brantly B-2A.

4cyl; IO-, LIO-360; 160hp@2400rpm-200@2700; 1960-present; Wt = 261-324#; TC = 1E10 on 9/30/60.
J60-61to present; S; W62-63toW70.
Applications: (US) Beech Sierra 200, 95 Travel Air; Cessna 172R Skyhawk, 172S Skyhawk SP, 177 RG Cardinal RG; Derringer New Derringer T, GT; Lake Buccaneer; Lancair 360 Mk. II; Maule M-5; Micco (formerly Meyers) MAC-145A; Mooney M20E Chaparral, M20F Executive, M20J Allegro; Piper PA-28R-201 Arrow, Archer II; Rockwell Commander 112, 112B.

4cyl; IMO-360; 225hp@3400rpm; 1959-1975; Wt = 274#; TC = none.
This was a single-ignition version for unmanned military aircraft.
AY60; J59-60toJ74-75; W62-63.
Applications: (US) Aerojet General MQM-58A (originally Rheem SD-2) multipurpose drone; Radioplane RP-77 drone.

4cyl; IVO-360; 180hp@2900rpm; 1963-1982; Wt = 272#; TC = 1E1 on 5/17/63.
J64-65toJ81-82; S; W62-63toW66-67.
Applications: (US) Brantly B-2B; Schutzow Model B (Bee).

4cyl; HIO-, LHIO-360; 180hp@2700rpm-205@2900; 1963-present; Wt = 261-293#; TC = 1E10 on 7/25/63 & 12/26/74.
J64-65to present; W66-67toW70.
Applications: (US) Enstrom F28 280; Hughes (Schweizer) 200, 300.

4cyl; HO-360; 180hp@2700,2900rpm; 1967-1978; Wt = 257-288#; TC = 286 on 10/2/67.
J63-64toJ77-78; S; W66-67toW70.
Applications: (US) Brantly B-2 (HO-3); Hughes (Schweizer 300C) 269.

4cyl; AIO-360; 200hp@2700rpm; 1967-1976; Wt = 300-301#; TC = 1E10 on 11/20/67.
Aerobatic engine with fuel system for inverted flight and dry-sump oil system.
J67-68toJ75-76; S.
Applications: (US) Spinks Model 11 Akromaster; Stephens Akro.

4cyl; TIO-360; 200-210hp@2575rpm; 1967-present; Wt = 348-364#; TC = 16EA on 11/20/67.
J67-68to present; S; W70.
Applications: (US) Lancair 360 Turbo; Rutan 202 Boomerang.

4cyl; TO-, LTO-360; 180-210hp@2575rpm; 1974-present; Wt = 315-343#; TC = 26EA on 1/9/74.
J74-75to present; S.
Applications: (US) Maule M-5-210TC; Rockwell Commander 112TC, 112TCA.

4cyl; AEIO-360; 180-200hp@2700rpm; 1974-present; Wt = 270-307#; TC = 1E10 on 4/8/74.
Aerobatic engine with fuel system and wet-sump oil system for aerobatic flight.
J75-76to present; S.
Applications: (US) American Champion 8KCAB Super Decathlon; Christen Eagle II; Great Lakes 2T-1A-2; Pitts S-1, S-2A.


O-365

Bill Gunston has reported (BGP, p.182) that in the mid-1980s, Lycoming experimented with redesigning engines to operate on 80 octane, unleaded autogas. The O-320 was modified with an increased stroke and with a lower compression ratio that would be compatible with autogas. The resultant O-365 still had the performance of the O-320; see, also, the Lycoming O-245.


O-390 -- {5.319 / 4.375 / 388.9} / {135.1 / 111.1 / 6372}

Same bore and stroke as O-580(6).
Same stroke as O-360, O-540, O-541, O-720.
This four-cylinder engine design apparently has the same bore and stroke as the six-cylinder O-580(6) developed in the late 1990s. The engine was announced on July 23, 2002 at the Experimental Aircraft Association AirVenture 2002 in Oshkosh, Wisconsin. It is to be manufactured initially in uncertificated form for use in homebuilt aircraft. Lycoming anticipates certification by 2004.

4cyl; IO-390-X; 210hp@2700rpm; 2002-present; Wt = 308#; TC = none.
KP4/05; Lycoming press release dated July 2002.
Applications: (US) Van´s RV-8A.

4cyl; AEIO-390-X; 210hp@2700rpm; 2002-present; Wt = N/A; TC = none.
Lycoming press release dated July 2002.
Applications: None found.


O-402 -- {5.125 / 3.25 / 402.3} / {130.2 / 82.5 / 6592}

The TIGO-402-A1A was supposed to run mid-1968 as part of a new "High Speed Series" with 260-300hp 4´s, 400-450hp 6´s, and 570-600hp 8´s; apparently not developed to production.

6cyl; TIGO-402-A1A; 450hp@N/Arpm; 1967-1969; Wt = N/A; TC = none.
Geared to N/A.
J68-69.
Applications: None found.


O-435 -- {4.875 / 3.875 / 434.0} / {123.8 / 98.4 / 7111}

Same bore and stroke as O-290, O-580(8).
Same stroke as O-160, O-235, O-320, O-350, O-480.
Specifications and applications of USAAF and USAF versions of the O-435 and GO-435 series up to January 1950 can be found in the AMC reference, a copy of which is available under the "Reference" heading on the Website of the Aircraft Engine Historical Society. Engines in these series were also built as tank engines during the WWII (Locust tank) and Korean War eras.

6cyl; O-435; 175hp@2300rpm-250@3200; 1941-1977; Wt = 347-405#; TC = 228 on 2/11/42.
Also built under license by Piaggio in Italy, see W62-63toW66-67.
Ae41toAe43; AMC; AY41,51,52; J41toJ76-77; W41toW62-63.
Applications: (US) Aero L.3805 Commander prototype; Atlas H-10; Bellanca 14-19 Cruisemaster; Bunyard BAX-4; Gail 202; Helio H-391B Courier; Johnson Rocket 185; Transcendental 2.

6cyl; GO-435; 210hp@3000rpm-260@3400; 1941-1977; Wt = 407-458#; TC = 228 on 8/30/44.
Geared to 0.642 (77:120).
Ae43; AMC; AY41,44,51,52,60; J41toJ76-77; W44toW62-63.
Applications: (US) Aero Commander 520; Beech 50 Twin Bonanza; Morrow 1-L Trainer; Ryan Navion 260; Weatherly-Campbell Colt.

6cyl; O-435-2-M1 Military; 185hp@2800rpm; 1942-1960; Wt = 405#; TC = 5E-12 (date N/A).
Geared to 0.642 (77:120).
AMC; Fahey USAAF; J41toJ52-53; W52.
Applications: (US) Aero Commander 520 (L-26); Beech Twin Bonanza (L-23); Helio H-391 Courier (YL-24); Ryan YPT-25; Sikorsky R-6; Stinson L-5.

6cyl; GSO-435 260hp@3050rpm; 1954-1956; Wt = 488-496#; TC = 276 in c.1954.
Geared to 0.642 (77:120).
J54-55; W52toW55.
Applications: (US) Regent Rocket 260.

6cyl; VO-435; 250-265hp@3200rpm; 1954-1977; Wt = 390-419#; TC = 279 on 10/11/54.
Also built under license by Piaggio in Italy, see W62-63toW66-67.
AY60; J54-55toJ77-78; W56toW70.
Applications: (US) Bell 47G-2 (H-13H Sioux), 47J Ranger; Hiller H-23D Raven; Kaman 225, 240 (HTK-1).

6cyl; TVO-435; 220-250hp@3200rpm; 1961-1969; Wt = 464-493#; TC = 1E13 on 5/21/61.
J61-62toJ68-69; W62-63toW70.
Applications: (US) Bell 47G-3B (OH-13S Sioux), Sioux Scout attack prototype.


O-480 -- {5.125 / 3.875 / 479.6} / {130.2 / 98.4 / 7859}

Same bore and stroke as O-160, O-320.
Same bore as O-340, O-360, O-540, O-541, O-720.
Same stroke as O-235, O-290, O-350, O-435, O-580(8).

6cyl; GO-480; 260hp@3000rpm-285@3100; 1954-1978; Wt = 432-464#; TC = 275 on 4/21/54.
Also built by BMW in Germany (TC = 7E1, dated 10/18/60) and by Piaggio in Italy.
All versions geared to 0.642 (77:120), except the GO-480-C3A6 and GO-480-E1A6 to 0.640 (16:25).
AY60; J57-58toJ77-78; S; W56toW70.
Applications: (US) Aero 520, 560A Commanders; Beech 50 Twin Bonanza, 65 Queen Air; Trecker P-136-L-2 Gull.

6cyl; GSO-480; 320hp@3200rpm; 1955-1969; Wt = 498-517#; TC = 284 on 6/30/55.
Geared to 0.642 (77:120); Military O-480-1.
AY60; J57-58toJ68-69; S; W54 toW64-65.
Applications: (Italy-US) Aermacchi-Lockheed AL60-C4.

6cyl; IGSO-480; 320hp@3200rpm; 1960-1978; Wt = 512-517#; TC = 284 on 8/25/60.
Geared to 0.642 (77:120); Military O-480-3.
AY60; J57-58toJ77-78; S; W59-60 toW70.
Applications: None found.

6cyl; IGO-480; 280hp@3000rpm-285@3100; 1968-1978; Wt = 455-457#; TC = 275 on 9/9/68.
All versions geared to 0.642 (77:120).
J57-58toJ77-78; S; W54 toW70.
Applications: (US) Aero 680 Alticruiser; Beech 50 Twin Bonanza (L-23D), 65 , 70, & 80 Queen Airs; Bird Innovator (PBY conversion); Helio H-392 Courier; Temco 58; Trecker P-136-L-2 Gull.


O-540 -- {5.125 / 4.375 / 541.5} / {130.2 / 111.1 / 8873}

Same bore and stroke as O-360, O-541, O-720.
Same bore as O-160, O-320, O-340, O-480.
Same stroke as O-390, O-580(6).

6cyl; O-540; 235hp@2575rpm-260@2700; 1957-present; Wt = 356-394#; TC = 295 on 10/31/57.
AY60; J58-59to present; S; W59-60toW70.
Applications: (US) Cessna R182, TR182T Skylane RG, T182 Skylane; Helio Courier 600; Maule M-5-235, M-7-235; Piper PA-23-235 Aztec, PA-24 Comanche, PA-25-235 Pawnee, PA-28-235 Pathfinder, Dakota, PA-32 Cherokee Six; Robinson R-44.

6cyl; VO-540; 305-315hp@3200rpm; 1958-1982; Wt = 429-453#; TC = 304 on 7/24/58.
Military O-540-9.
AY60; J59-60toJ81-82; S; W59-60toW70.
Applications: (US) Bell 47J-2 Ranger; Hiller 12E, L3 & L4 (OH-23F & -23G Ravens).

6cyl; IO-540; 230@2400rpm-300@2700; 1960-present; Wt = 373-446#; TC = 1E4 on 5/5/60.
J60-61to present; S; W62-63toW70.
Applications: (US) Aero Commander 500B; Aerostar (later Piper PA-60-) 600, 601, 601P, 602P; Cessna 182S, 182T Skylanes, 206H Stationair; King´s 44 Angel; Lake LA-250 Renegade; Maule M-6-235 Super Rocket, M-7-235, M-7-260, MX-7-235; Micco (formerly Meyers) MAC-145B; Mooney M20T Predator; Piper PA-23-250 Aztec, PA-24 Comanche, PA-31-300 Navajo, PA-32R-301 Saratoga II, PA-32 Cherokee Six, Lance, PA-60 Aero Star; Rockwell Commander (later Commander) 114, 114A, 114B, 115, 115AT; Schweizer 2-37A (RG-8A); Stoddard-Hamilton (later New Glasair) Glasair III.

6cyl; IGSO-540; 360hp@3200rpm; 1960-1978; Wt = 522-541#; TC = 1E7 on 6/17/60.
Geared to 0.642 (77:120).
J60-61toJ77-78; S; W62-63toW70.
Applications: (US) Aero Commander 680F.

6cyl; IGO-540; 325hp@3000rpm; 1960-1977; Wt = 500-517#; TC = 1E11 on 10/28/60.
Geared to 0.642 (77:120).
J60-61toJ76-77; S; W62-63to W70.
Applications: (US) Aero Commander 560F.

6cyl; TVO-540; 305hp@3200rpm; 1961-1965; Wt = 499#; TC = 1E14 on 10/18/61.
J62-63toJ64-65; W62-63.
Applications: (US) Hiller 12E.

6cyl; TIVO-540; 315hp@3200rpm; 1963-1977; Wt = 507#; TC = 1E14 on 8/16/63.
J63-64toJ76-77; W66-67toW70.
Applications: (US) Hiller SL3, SL4.

6cyl; IVO-540; 305hp@3200rpm; 1965-1977; Wt = 435#; TC = 11EA on 4/20/65.
J65-66toJ76-77; S; W66-67toW70.
Applications: (US) Brantly 305.

6cyl; TIO-, LTIO-540; 250hp@2575rpm-350@2600; 1965-present; Wt = 453-578#; TC = 14EA on 12/6/65 & 2/16/72.
J65-66to present; S; W66-67toW70.
Applications: (US) Aerostar (later Piper PA-60-) 700P; Aircraft Design Stallion; Cessna T182T Turbo Skylane, T206H Turbo Stationair; Colemill Panther Navajo, Panther II (Chieftain); Lake Turbo 270 Renegade; Maule M-6-235 Super Rocket, MX-7-235; Mooney M20M Bravo; Piper PA-23 Turbo Aztec D, PA-31 Turbo Navajo, PA-31-325 Navajo C/R, PA-31-350 (also T-1020) Navajo Chieftain, PA-31P-350 Mojave, PA-32R-301T Saratoga II TC, Turbo Lance, PA-36 Pawnee Brave, PA-46-350P Malibu Mirage; Rockwell Commander (later Commander) 114TC, 115TC; Schweizer 2-37A (RG-8A).

6cyl; HIO-540; 290hp@2575rpm; 1974-1977; Wt = 443#; TC = 1E4 on 3/5/74.
J73-74toJ76-77; S.
Applications: None found.

6cyl; AEIO-540; 260-300hp@2700rpm; 1974-present; Wt = 384-449#; TC = 1E4 on 11/26/74.
Aerobatic engine with fuel system and wet-sump oil system for aerobatic flight.
J73-74to present; S.
Applications: (US) Aviat (Pitts) S-2B, S-2S; Mooney M20T.

6cyl; TIO-540NXT; N/Ahp@N/Arpm; 2003-present; Wt = N/A; TC = none.
Lycoming-sponsored experimental racing engine with twin turbochargers; introduced at the Reno, Nevada Air Races in September 2003 (see the press release on the Textron Website).
SA 11/03.
Applications: (US) Sharp (Jon) Nemesis NXT racer.


O-541 -- {5.125 / 4.375 / 541.5} / {130.2 / 111.1 / 8873}

Same bore and stroke as O-360, O-540, O-720.
Same bore as O-160, O-320, O-340, O-480.
Same stroke as O-390, O-580(6).
Same bore and stroke as O-540, but totally redesigned.

6cyl; TIO-541; 310hp@2575rpm-380@2900; 1965-present; Wt = 549-595#; TC = 10EA on 2/23/65.
J65-66to present; W66-67toW70.
Applications: (US) Beech A56TC Baron, 60 & A60, B60 Duke; Mooney M22.

6cyl; TIGO-541; 400-450hp@3200rpm; 1968-present; Wt = 663-714#; TC = 19EA on 11/19/68.
Geared to 0.667 (2:3).
J67-68to present; W66-67toW70.
Applications: (Japan) Fuji FA-300/Model 710. (US) Piper PA-31P pressurized Navajo.


O-580(8) -- {4.875 / 3.875 / 578.6} / {123.8 / 98.4 / 9482}

Same bore and stroke as O-290, O-435.
Same stroke as O-160, O-235, O-320, O-350, O-480.
This eight-cylinder engine design is totally different from the six-cylinder O-580(6) series listed next. The official Lycoming designation remains O-580 for both engines.

8cyl; GSO-580; 320-350hp@3000rpm; 1948-1961; Wt = 604-624#; TC = 256 in c.1948.
Geared to 0.642 (77:120); Military O-580-1.
J47toJ60-61; S; W47to59-60.
Applications: (US) Beech 34 Twin-Quad (four engines paired in two nacelles); Fairchild XNQ-1.

8cyl; SO-580; 350hp@3000rpm; 1955-1961; Wt = 578-596#; TC = 285 in c.1955.
AY60; J55-56toJ60-61; S; W47toW59-60.
Applications: (US) Cessna 308.

8cyl; VSO-580; 350hp@3000rpm; 1955-1961; Wt = 592#; TC = 285 in c.1955.
Military O-580-3.
J55-56toJ60-61; S; W56toW59-60.
Applications: (US) Doman LZ-4, LZ-5 (YH-31).


O-580(6) -- {5.319 / 4.375 / 583.3} / {135.1 / 111.1 / 9558}

Same bore and stroke as O-390.
Same stroke as O-360, O-540, O-541, O-720.
This six-cylinder engine design is totally different from the eight-cylinder O-580(8) series listed immediately above. The official Lycoming designation remains O-580 for both engines.

The three models listed below have been reported, but have not received Type Certificates. A Textron Cessna press release (c.1998), entitled "Cessna announces engine change for 206/T206 Stationair program", states that the IO-580 and TIO-580 initially selected for 1998 production of the new 206H Stationair and T206H Turbo Stationair models, respectively, did not meet Cessna and Lycoming standards for service introduction. The engines for the 206H and T206H were replaced by Lycoming IO-540 and TIO-540 versions, respectively, and the aircraft went into production.

6cyl; IO-580; 300hp@2500rpm (estimated); 1998-present; Wt = N/A; TC = none.
A Lycoming-sponsored experimental version for air racing was introduced at the Reno, Nevada Air Races in September 2003 (see the press release on the Textron Website). Engine version has a fuel-control-injection system, advanced valve-train design, special cylinder-head design and racing pistons.
BGP; SA11/97, 11/03.
Applications: (US) Cessna 206H Stationair testing; Glasair III (Mike Jones´ "Warp Speed Wanda" racer) [N510CM].

6cyl; TIO-580; 310hp@N/Arpm; 1998; Wt = N/A; TC = none.
BGP; SA11/97.
Applications: (US) Cessna T206H Turbo Stationair testing.

6cyl; AEIO-580; 320hp@2700rpm; 1998-present; Wt = 449#; TC = none.
J98-99to present; Textron Lycoming press release (7/31/98) entitled "Lycoming Introduces 320hp Aerobatic Engine".
Applications: (France) CAP 231 EX; (Germany) Extra 330.


O-720 -- {5.125 / 4.375 / 722.0} / {130.2 / 111.1 / 11,831}

Same bore and stroke as O-360, O-540, O-541.
Same bore as O-160, O-320, O-340, O-480.
Same stroke as O-390, O-580(6).

8cyl; IO-720; 375hp@2500rpm-400@2650; 1961-present; Wt = 557-580#; TC = 1E15 on 10/15/61.
J63-64to present; S; W62-63toW70.
Applications: (Italy-US) Aermacchi-Lockheed AL60-C5, AL60-F5. (US) Excalibur Queen Air 800, 8800 (U-8F); Helio Courier 900; Piper PA-36 Pawnee Brave 375.

8cyl; TIO-720; 400hp@N/Arpm; 1968-1971; Wt = N/A; TC = none.
Fred Weick, in his autobiography (FEW), said that Lycoming originally guaranteed 470hp for this engine, but expected approval for 500hp. The prototype Piper PA-35 had 400hp engines for its first flight in 3/68 and test flights indicated that 520hp was required for airline service. In 7/69, Lycoming told Piper that 520hp would be impossible to obtain and that redesign would be necessary to get 470hp. Development of both the PA-35 and TIO-720 ceased shortly thereafter.
FEW; J69-70toJ71-72; S; W70.
Applications: (Canada-Italy-US) Northwest Industries Ranger C6 (re-engined development of Aermacchi-Lockheed AL60-C5). (US) Piper PA-35 Pocono; Riley Rocket Power 414.


OL-1230 -- {5.25 / 4.75 / 1233.9} / {133.4 / 120.7 / 20,219}

Liquid-cooled, supercharged, geared engine developed for the Army between 1936-1939, along with the Continental OL-1430. The OL-1230 was later twinned as the H-2470 between 1939 and 1942 and flown in the Convair XP-54.

12cyl; O-1230-1; 1000hp@3100rpm-1200@3400; 1939; Wt = 1342#; TC = none.
Geared to 0.40; also offered (but probably not run) at 0.33, 0.50.
Ae41; AMC; AY40; BGE; Fahey USAAF; J41toJ42; S.
Applications: (US) Vultee XA-19A testbed.


Continental, Teledyne Continental Motors, TCM (US);
Rolls-Royce (UK); Honda (Japan)

Part 1: Introduction and O-110 through OL-300


This is the first part of the Continental engine compilation. All of the introductory material is contained here, as well as the compilations of the engines with smaller displacement, namely from the O-110 (A-40) through the OL-300. The second part of the Continental compilation, namely from the O-315 through the OL-1430 can be reached here.


Continental Motors Corporation, of Detroit, Michigan, was founded in about 1905. They were the world´s largest manufacturer of automobile engines during the 1920´s. In 1925, they bought the patent rights to the Burt McCollum monosleeve valve from British Argyll. They built, but didn´t fly, a radial engine based on the patent in 1927. They built an unsuccessful liquid-cooled poppet-valve aircraft engine for the U.S. Army in 1927-1928, followed by an unsuccessful sleeve-valve radial aircraft engine for the U.S. Navy. None of the subsequent Continental aircraft engines had sleeve valves. Their first successful aircraft engine was the A-70 radial in 1928. It was developed into the very important W-670/R-670 families of radials beginning in 1934. Continental had a second plant, built during WWII, in Muskegon, Michigan. Their first horizontally-opposed aircraft engine was the A-40 described below. This was followed by many series of engines. Several of these engines continue to be produced today. Continental also began gas turbine development and production in 1951, when they received a license from Turbomeca in France for their small Marboré and Artouste engines, but that is beyond the scope of this compilation.

Immediately prior to WWII, Coventry Climax Ltd. of the UK obtained a manufacturing license from Continental (J41, J42) for lightplane engines. WWII intervened, no production was reported, and the agreement apparently lapsed. This was the first international agreement between Continental and other manufacturers.

The second international effort was between Continental and Rolls-Royce of the UK. The two firms announced an agreement in October 1960. It called for production and marketing by both companies in designated regions of the world. The agreement remained in effect until January 1, 1981. Not only were existing Continental designs built by Rolls-Royce, but joint development of the O-240 and IO-368 was carried out by the two companies. This will be discussed in the descriptions of the appropriate engines. Rolls-Royce obtained separate US type certificates for some models in production in their facilities.

The most recent international collaboration is between Teledyne Continental Motors and Honda Motor Co. of Japan. The firms announced, in March 2003, a joint feasibility study for developing a new family of four-stroke cycle HOAE. These engines have liquid cooling, a version of the TCM/Aerosance PowerLink FADEC engine-control system, and the ability to run on either 93-octane unleaded auto fuel or 100LL aviation fuel. A prototype four-cylinder engine, rated at 225hp, has been running since 2001 and completed flight testing (in an unspecified aircraft) up to 17,500 ft. TCM and Honda have said that their engine family could be built in various sizes and numbers of cylinders from 4000cc to 9000cc (the range of all current TCM production engines except the O-200 family). References are FM6/03 and SA4/03, 9/03. Additional information (KP1/04, 6/04) gives the displacement as 370 cu. in., and available data are given under Continental-Honda OL-370 in Continental Part 2: O-315 through OL-1430.

A totally new development endeavor by Continental alone began in 1965 and led to the Tiara series of engines with high rotational speeds. All engines in this family were geared down from the angular velocity of the crankshaft to 0.5 by driving the propeller from an extension of the camshaft. The engines were built with and without turbochargers. A manufacturing facility in Mobile, Alabama was built for series production, which began in 1972. Problems emerged in initial service, despite successful test experience with 46 pre-production engines (see O-366), and production was soon terminated. Teledyne Technologies Inc. purchased Continental in 1969 and has operated it as a subsidiary with all of their piston engine operations located in Mobile. The engine company and its products are now referred to as Teledyne Continental Motors, or, TCM. Developments by Continental during the 1980s and 1990s included the Voyager series of engines, which have liquid cooling for improved performance and reliability (see BGP for more information). TCM is now offering the certificated production of piston aircraft engines with Full Authority Digital Electronic Control (FADEC), see item (3) in "Some Technical Observations" below.

The TCM Website is very comprehensive and provides specification sheets for all engine models in their current inventory at the TCM Home Page. The Engine Specification Sheets can be found from their Home Page by clicking on "Visitor Services" under the "Customer Center" heading. From there, you can click on "Engine Spec Sheets" and then scroll through the engine models to find the desired information. All models listed on the Website are indicated below as being in current production.

Some Technical Observations:

(1) On many of their pre- and immediately post-WWII engines, Continental offered single-point fuel injection (in the throttle body) as an alternative to the carburetor. This was denoted in the engine designation with the suffix "J"; for example, the postwar A-65-8F had a Bendix-Stromberg NA-S3B updraft carburetor, which was replaced in the A-65-8FJ by an Ex-Cell-O A-42 fuel injector. Aircraft mechanics books of that era (e.g., W&F) describe these fuel-injection systems. The engines with this option included the A-50, A-65, A-75, A-80, C-75, C-85, C-90, E-185, and E-225. Later engines with fuel injection in the intake manifold at each cylinder are denoted by the prefix I; e.g., IO-360.

(2) During WWII, Continental began building geared engines. The first, apparently, was the C-140 version of the O-280, also known as the GO-280, which achieved 140 hp @ 3000 rpm of the engine crankshaft and was geared down to 0.62 (propeller rpm divided by crankshaft rpm), in this case to 1860 rpm of the propeller.

(3) Teledyne Continental, through the Teledyne subsidiary (acquired in 1997) Aerosance Inc. of Farmington, Connecticut, has developed and is marketing their PowerLink™ Full Authority Digital Engine Control (FADEC), initially for the IOF-240 and IOF-550 discussed below in the compilation. They plan to obtain TCs and STCs for other Continental and Lycoming engines with the FADEC technology. Applications to various production aircraft will also have STCs. The cockpit mixture control lever is eliminated in the FADEC system, which offers computer monitoring and control of both the electronic ignition and the electronic fuel injection. Details are available at the Aerosance Home Page and in advertisements in current aviation magazines; e.g., Flying and Sport Aviation.

(4) All production families of Continental horizontally-opposed aircraft engines are listed in the table of Continental Engine Families. This table gives a compact reference to their chronological and technical development.

A question arises as to the proper nomenclature for Continental HOAE with the "old" Continental system using general model type and horsepower as designators. The question is whether there should be a hyphen between the general model type and the horsepower; i.e., should the designation be A40 or A-40? The references to these engine designations in Jane´s, Aircraft Yearbooks, Wilkinson, Aerosphere and the FAA records differ in format. Some even list identical models with a mix of both formats. In view of the differences among the sources, this compilation has chosen A-40, etc. as a consistent form of designation.

As an aid for those who are familiar with the traditional Continental designation system, the following Table of Equivalence is given so that the desired engines can be found easily:

Manufacturer´s Designation

Website Designation

A-40

O-110

A-50, A-65, A-75, A-80

O-170

A-100

O-255

C-75, C-85

O-190

C-90

O-200

C-115, C-125, C-140

O-280

C-145

O-300

E-165, E-185, E-225, E-260

O-470

Continental-Honda Prototype

OL-370

GAP

OL-240 (2-S Diesel)

Perkins Diesel

O-201 (2-S Diesel)

Tiara 4-180

O-270

Tiara 6-260, 6-285, 6-320, T6-260, T6-285, T6-320

O-405

Tiara 8-380

O-540

Voyager 200

OL-200

Voyager 300

OL-300

Voyager 370

OL-370

Voyager 550

OL-550


O-110 - - {3.125 / 3.625 / 111.2} / {79.4 / 92.1 / 1822}

Same stroke as O-170, O-190, O-255, O-280.

4cyl; A-40, A-40-2, -3, -4; 37hp@2550rpm-40@2575; 1931-1941; Wt = 144#; TC = 72 on 5/19/31, 7/28/33, 5/8/35, 8/17/36 - expired 11/1/41.
Only single-ignition versions were available.
Ae39; AY40,41; J5; J41toJ42; S; U&C; W41.
Applications: (US) Aeronca KC (CF); Heath Special, V Parasol, CNA-40 Center-Wing, LNA-40 Parasol; Piper J-3 Cub; Porterfield CP-40 Zephyr; Ross RS-1; Taylor E-2, J-2; Taylor-Young A; Welch OW-5M.

4cyl; A-40-5; 40hp@2575rpm; 1937-1941; Wt = 156#; TC = 174 on 5/15/37 - expired 11/1/41.
Only dual-ignition versions were available.
Ae39; AY40,41; J41toJ42; S; U&C.
Applications: (US) Aeronca KC (CF); Johansen JA-3; Piper J-3C-40 Cub, PA-8 Skycycle; Porterfield CP-40 Zephyr; Ross RS-1; Taylor E-2, J-2; Yutz Parasol homebuilt.


O-170 -- {3.875 / 3.625 / 171.0} / {98.4 / 92.1 / 2802}

Same bore and stroke as O-255.
Same stroke as O-110, O-190, O-280.
This engine design was totally unrelated to the A-40 series except for the basic configuration. It was a more modern engine design, which remained in production for many years.

4cyl; A-50; 50hp@1900rpm; 1938-1946; Wt = 160-176#; TC = 190 on 1/27/38 - Models A-50-1 through -7 expired 11/7/41.
Single- and dual-ignition versions with carburetor or throttle-body fuel-injection were available.
Ae39toAe43; AY40,41; J41toJ42; S; W41toW46.
Applications: (US) Aeronca KCA, 50-C Chief, Tandem 50-TC; American Eaglecraft; Luscombe 50 (Model 8); Piper J-3C-50 Cub, J-4 Cub Coupe; Porterfield CP-50 Collegiate; Ross RS-1; Taylorcraft BC.

4cyl; A-65; 65hp@2300, 2350rpm; 1939-1970; Wt = 163-176#; TC = 205 on 2/2/39 - Models A-65-1 through -7 expired 11/17/41.
Single- and dual-ignition versions with carburetor or throttle-body fuel-injection were available. Commercial A-65-8 was Military O-170-3; A-65-9 was O-170-5.
Ae39toAe43; AMC; APrg W60; AY40,41,44,45,51,52,60; Fahey AAF; J41toJ66-67; S; U&C; W41toW70.
Applications: (Canada) Noury Monoplane [CF-BPX], T-65 Noranda [CF-BYX]. (US) Aeronca Chiefs 65-C, 65-CA, Tandems 65-TC, 65-TAC, O-58, L-3, 7AC Champion, 11AC Chief; Bogardus Little Gee Bee homebuilt; Ercoupe 415-C; Interstate Cadet S-1-A; Jensen Sport; Luscombe 8A Silvaire, 10; Mooney M18C Mite; Pietenpol Air Camper; Piper J-3C-65 Cub, L-4, J-4A Cub Coupe, PA-17 Vagabond; Porterfield CP-65 Collegiate; Rearwin 165 Skyranger; Sorrell Colt homebuilt; Swallow LT-65; Storey Special homebuilt; Taylorcraft BC-65, BC-12-65, BC-12D, DC-65, L-2.

4cyl; A-75; 75hp@2600, 2650rpm; 1939-1946; Wt = 170-173#; TC = 213 on 5/11/39 - Models A-75-1 through -6 expired 11/7/41.
Single- and dual-ignition versions with carburetor or throttle-body fuel-injection were available. Commercial A-75-14 was Military O-170-7.
Ae39toAe43; AMC; AY40,41; J41toJ42; U&C; W41toW46.
Applications: (Canada) Noury N-75 (became prototype for Fleet Model 80 [CF-BYW]). (US) Culver LCA Cadet; Luscombe 8C & 8D Silvaires; Piper J-4E Cub Coupe, J-5A Cub Cruiser; Porterfield 75-C; Rearwin 175 Skyranger; Stinson 105 (HW-75); Stits SA-1A Junior.

4cyl; A-80; 80hp@2700rpm; 1939-1946; Wt = 173-176#; TC = 217 on 7/21/39 - Models A-80-1 through -6 expired 11/7/41, remainder on 5/11/49.
Single- and dual-ignition versions with carburetor or throttle-body fuel-injection were available.Commercial A-80-8 was Military O-170-1.
Ae39toAe43; AMC; AY40,41; J41toJ42; U&C; W41toW46.
Applications: (US) Call-Air A; Culver LCA Cadet; Globe GC-1 Swift; Piper J-5A-80 Cub Cruiser; Rearwin 180 Skyranger; Stinson HW-80; Stits SA-3A Playboy.


O-190 -- {4.0625 / 3.625 / 188.0} / {103.2 / 92.1 / 3080}

Same bore and stroke as O-280.
Same bore as O-200, O-300.
Same stroke as O-110, O-170, O-255.

4cyl; C-75; 75hp@2250, 2275, 2650rpm; 1943-1952; Wt = 177-182#; TC = 233 in c.1945.
Fuel injection available.
Ae43; AY44,45; J45-46toJ52-53; W44toW51.
Applications: (US) Ercoupe 415-C, -D, -H; Thorp T-11 Sky Skooter.

4cyl; C-85; 85hp@2550, 2575, 2750rpm; 1944-1970; Wt = 178-180#; TC = 233 in c.1945.
Commercial C-85-8 for the L-16A was Military O-190-1.
AMC; AY44,45,51,52,60; J45-46toJ65-66; S; W44toW70.
Applications: (Canada) Fleet Models 80, 81 (both of which used a fuel-injected version). (US) AeroFlight Streak 85 (AFA-1); Aeronca 7BC (L-16A) & 7DC Champions, 11BC Chief, 11CC Super Chief, 12AC Chum; All-American Ensign 10-A; Cessna 120, 140; Commonwealth (Rearwin) 185 Skyranger, Trimmer; Culver V; Emigh A-2 Trojan; Ercoupe 415-E, -F, -G; Funk B-85-C; Globe GC-1A Swift; Luscombe 8E Silvaire; Taylorcraft 19.


O-200 -- {4.0625 / 3.875 / 200.9} / {103.2 / 98.4 / 3292}

Same bore and stroke as OL-200, O-300, OL-300.
Same bore as O-190, O-280.
Same stroke as O-240, O-360.
The C-90 name was dropped by 1979; until then both C-90 and O-200 sometimes were listed simultaneously. This engine also was built by Rolls-Royce under the 1960-1980 agreement. The official military designation was O-205, apparently to avoid confusion with the pre-existing Franklin O-200.

Teledyne Mattituck, in 2002, began offering an assembled version of this engine, the TMX O-200 (formerly XO-200-A). This engine is not certificated and may be used only for homebuilt and other experimental aircraft. Details can be found on the Teledyne Mattituck Website.

4cyl; C-90, O-200; 90hp@2475rpm-100@2750; 1947-present; Wt = 184-190#; TC = 252 in c.1947 & R-R TC = 3IN on 4/2/63.
Commercial C-90-8 for the L-16B and L-18B was Military O-205-1.
AY51,52,60; J52-53to present; S; W48toW70.
Applications: (US) Aeronca 7CC (L-16B) & 7EC Champions; Cessna 140, 150; Champion 7EC Traveler, 7FC Tri-Traveler, 7JC Tri-Con, 7ECA Citabria, 402 Lancer; Emigh A-2 Trojan; Helton (Culver) Lark; Luscombe 8F Silvaire, T-8F Observer; Piper PA-18-90 (L-18B) Super Cub; Thorp T-211.

4cyl;TSIO-200-2; 145hp@3600rpm; 1962-1963; Wt = 239#; TC = none.
This version incorporated a turbocharger mounted on the airframe.
W62-63.
Applications: None found.


OL-200 -- {4.0625 / 3.875 / 200.9} / {103.2 / 98.4 / 3292}

Same bore and stroke as O-200, O-300, OL-300.
Same bore as O-190, O-280.
Same stroke as O-240, O-360.

4cyl; Voyager 200, IOL-200; 110hp@2750 rpm; 1986-1991; Wt = 194#; TC = none.
One of the liquid-cooled & fuel-injected (IOL) Voyager series of engines; it was based on the O-200.
BGE; BGP; J86-87toJ90-91.
Applications: (US) Used in Rutan/Yeager Voyager Round-the-World Flight (12/14-23/86) as the cruise engine (pusher) with an O-240 as the assist engine (tractor) for take-off and climb.


O-201 (2-S Diesel) -- Perkins Diesel

This is probably a two-stroke cycle engine developed in conjunction with the Perkins Diesel Co. of the United Kingdom. The technology has been developed further with the OL-240 (2-S Diesel) GAP engine described below.
BGP, J98-99toJ99-00.
Applications: None found.


O-205

See O-200. Original military designation of the O-200, apparently to avoid confusion with the Franklin O-200 in military usage.


O-240 -- {4.4375 / 3.875 / 239.7} / {112.7 / 98.4 / 3928}

Same bore and stroke as O-360.
Same stroke as O-200, OL-200, O-300, OL-300.
The O-240 was originally designed and run by Continental, but concentration on Tiara development led to completion of development by Rolls-Royce after 1968 under the 1960-1980 agreement . FAA certification obtained by R-R in 1971. Sold and marketed in Europe by R-R; supposedly marketed by Continental in US, but not listed in contemporary Jane´s. The IO-240 version was developed and marketed in the 1990s by Continental after dissolution of the R-R agreement and the IOF-240 followed in 2000.

Teledyne Mattituck, in 2002, began offering assembled versions of engines in this family, the TMX IO-240 (formerly XIO-240-B) and the TMX IOF-240. These engines are not certificated and may be used only for homebuilt and other experimental aircraft. Details can be found on the Teledyne Mattituck Website.

4cyl; O-240; 130hp@2800rpm; 1971-1981; Wt = 246#; R-R TC = 11EU on 7/7/71.
RR version with carburetor.
BGP; J69-70toJ80-81.
Applications: (US) Rutan Voyager (tractor engine for assist in take-off and climb).

4cyl; IO-240; 125hp@2800rpm; 1993-present; Wt = 246#; TC = 7SO on 9/29/95.
Continental version with fuel injection; this is the standard TCM engine available at present for sport and trainer aircraft.
BGP; J93-94to present.
Applications: (US) American Homebuilt John Doe; Stoddard Hamilton Glastar.

4cyl; IOF-240; 125hp@2800rpm; 2000-present; Wt = 255#; TC = 7SO on 12/6/00.
Version of IO-240 with Full Authority Digital Engine Engine Control (FADEC) - first Continental engine to receive TC with FADEC.
Aerosance Website and FAA Website.
Applications: (US) Liberty XL2.


OL-240 (2-S Diesel) -- {4.25 / 4.25 / 241.2} / {108.0 / 108.0 / 3952}

This engine is an important new development funded jointly by TCM and NASA under the Advanced General Aviation Transport Experiments (AGATE) consortium. The 1996 General Aviation Propulsion (GAP) initiative led to this engine, a turbocharged compression-ignition (Diesel) type designed to run on direct injection of Jet-A fuel. It was designed to run at a constant 2200 rpm with noise reduction and fuel efficiency as major design goals. Another design objective was a weight similar to that of a 360 cu.in. four-stroke cycle gasoline engine; i.e., about 300# (see Continental O-360, Franklin O-350, and Lycoming O-360). Experience with the Perkins Diesel Co. (see Continental O-201 (2-S Diesel)) presumably played a role in its development. The NASA contract was completed, but further development by TCM was discontinued.

4cyl; GAP; 200hp@2200rpm; 1996-2001; Wt = ~300#; TC = none.
SA6/00; TCM Website under News.
Turbocharged, direct-drive, liquid-cooled, two-stroke diesel engine.
Applications: (US) Cessna 337 testbed.


O-255 -- {3.875 / 3.625 / 256.5} / {98.4 / 92.1 / 4203}

Same bore and stroke as O-170.
Same stroke as O-110, O-190, O-280.

6cyl; A-100; 100hp@2350rpm; 1945-1947; Wt = 249-250#; TC = 241 on 10/11/45.
J47; S; U&C; W46toW47.
Applications: (US) Applegate & Weyant Dart GC; Rice Special homebuilt; Rotor-Craft XR-11 (XH-11) Dragonfly.


O-270 -- {4.875 / 3.625 / 270.6} / {123.8 / 92.1 / 4435}

Same bore and stroke as O-405, O-540 Tiaras.
This was the four-cylinder Tiara.

4cyl; 4-180; 180hp@4000rpm; 1970-1973; Wt = 264#; TC = none.
Fuel-injected and geared to 0.5.
J70-71toJ72-73; S; W70.
Applications: None found.


O-280 -- {4.0625 / 3.625 / 281.9} / {103.2 / 92.1 / 4620}

Same bore and stroke as O-190.
Same bore as O-200, OL-200, O-300, OL-300.
Same stroke as O-110, O-170, O-255.

6cyl; C-115; 115hp@2350rpm; 1945-1951; Wt = 252-286#; TC = 236 on 11/7/45.
AY44,45; J45-46toJ50-51; S; W45toW51.
Applications: None found.

6cyl; C-125; 125hp@2550rpm; 1945-1952; Wt = 252-286#; TC = 236 on 11/7/45.
AY44,45,51,52; J45-46toJ53-54; W45toW52.
Applications: (US) AeroFlight Streak 125 (AFA-2); Baumann Brigadier 250; Call-Air A-3; Globe GC-1B Swift; Grumman G-65 Tadpole; Hockaday Comet; Meyers MAC-125.

6cyl; C-140; 140hp@3000rpm; 1945-1946; Wt = 298#; TC = none.
Geared to 0.62 as the GO-280.
AY44,45; J45-46: W45toW46.
Applications: None found.


O-300 -- {4.0625 / 3.875 / 301.4} / {103.2 / 98.4 / 4938}

Same bore and stroke as O-200, OL-200, OL-300.
Same bore as O-190, O-280.
Same stroke as O-240, O-360.
This engine was also built by Rolls-Royce under the 1960 agreement. Versions of the O-300 are still listed on the TCM Website, despite not being listed in the referenced printed literature since about 1973.

6cyl; C-145, O-300; 145hp@2700rpm; 1947-present; Wt = 268#; TC = 253 on 12/5/47 & R-R TC = 4IN on 4/2/63.
Last listing as C-145 was in J55-56; first as O-300 in J56-57.
AY51,52; J49-50toJ72-73; S; W48toW70.
Applications: (US) Aeronca 15AC Sedan; Baumann Brigadier B-290; Cessna 170, 170A & 170B, 172, 172A through 172H Skyhawks & T-41A; Maule M-4; Meyers MAC-145; Taylorcraft 15A Tourist; Temco TE-1A.

6cyl; GO-300; 175hp@3200rpm; 1957-1973; Wt = 312-318#; TC = 298 on 12/6/57.
Geared to 0.75.
AY60; J57-58toJ72-73; S; W62-63toW70.
Applications: (US) Cessna P172D Skyhawk Powermatic, 175, 175A & 175B Skylarks, 175C Skyhawk.


OL-300 -- {4.0625 / 3.875 / 301.4} / {103.2 / 98.4 / 4938}

Same bore and stroke as O-200, OL-200, O-300.
Same bore as O-190, O-280.
Same stroke as O-240, O-360.

6cyl; Voyager 300, IOL-300; 170hp@2700rpm; 1987-1991; Wt = 291#; TC = none.
One of the liquid-cooled, fuel-injected (IOL) Voyager series of engines; it was based on the O-300.
BGP; J86-87toJ90-91.
Applications: None found.


Continental, Teledyne Continental Motors, TCM (US);
Rolls-Royce (UK); Honda (Japan)

Part 2: O-315 through OL-1430


This is the second part of the Continental engine compilation. It includes the engines with larger displacement, namely from the O-315 through the OL-1430. Again all families of Continental horizontally-opposed aircraft engines are listed in the table of Continental Engine Families. This table gives a compact reference to their chronological and technical development. The Continental introductory material is contained in the first part of the Continental compilation, along with the engines of smaller displacement from the O-110 through the OL-300. The first part of Continental can be reached here.

The TCM Website is very comprehensive and provides specification sheets for all engine models in their current inventory at the TCM Home Page. The Engine Specification Sheets can be found from their Home Page by clicking on "Visitor Services" under the "Customer Center" heading. From there, you can click on "Engine Spec Sheets" and then scroll through the engine models to find the desired information. All models listed on the Website are indicated below as being in current production.


O-315 -- {5.00 / 4.00 / 314.2} / {127.0 / 101.6 / 5148}

Same bore and stroke as O-470.
Same stroke as O-346, O-520.
Built for the military only. These may have been used as Ground Power Units (GPU), as discussed in AY51.

4cyl; O-315; 150hp@2600rpm; 1952-1959; Wt = 263#; TC = none.
AY51,52; J53-54toJ58-59; W52toW53.
Applications: None found.

4cyl; GO-315; 175hp@3200rpm; 1956-1959; Wt = N/A; TC = none.
Geared to 0.688.
J56-57toJ58-59.
Applications: None found.


O-346 -- {5.25 / 4.00 / 346.4} / {133.4 / 101.6 / 5676}

Same bore and stroke as O-520.
Same bore as O-368, OL-370, O-550, OL-550.
Same stroke as O-315, O-470.

4cyl; IO-346; 165hp@2700rpm; 1962-1972; Wt = 270#; TC = 3CE on 7/27/62.
J64-65toJ71-72; W66-67toW70.
Applications: (US) Beech A23 Musketeer II.


O-360 -- {4.4375 / 3.875 / 359.6} / {112.7 / 98.4 / 5892}

Same bore and stroke as O-240.
Same stroke as O-200, O-300.

6cyl; IO-360; 195hp@2600rpm-210@2800; 1962-present; Wt = 294-320#; TC = 1CE on 5/15/62.
J67-68to present; W66-67toW70.
Applications: (US) Cessna R172E through R172K (except R172I) Skyhawks, T-41-B, -C, -D, and Hawk XP, 336 & 337 Skymaster; Cirrus Design SR20; Lancair ES; Maule M-4, M-5-210C.

6cyl; TSIO-, LTSIO-360; 200hp@2575rpm-225@2800; 1966-present; Wt = 297-359#; TC = 9CE on 10/11/66.
J67-68to present; W70.
Applications: (US) Mooney M20K Encore (231, 252), M20TX-1; Piper PA-28 Turbo Arrow & Turbo Dakota, PA-34 Seneca.


O-366

This designation was used in the initial publicity about the Tiara series. The 46 engines built, tested, and publicized were, apparently, versions of the six-cylinder O-405 Tiara.


O-368 -- {5.25 / 4.25 / 368.0} / {133.4 / 108.0 / 6030}

Same bore and stroke as OL-370, O-550, OL-550.
Same bore as O-346, O-520.
Same stroke as O-526.
Rolls-Royce took the lead under the 1960-1980 agreement for the development of this engine. [The compiler conjectures that it was developed to compete in the European market against the Lycoming O-360 as a big, four-cylinder engine of 180hp.]

4cyl; IO-368; 180hp@2700rpm; 1979-1982; Wt = 300#; TC = none.
J80-81toJ82-83; S.
Applications: None found.


OL-370 -- {5.25 / 4.25 / 368.0} / {133.4 / 108.0 / 6030}

Same bore and stroke as O-368, O-550, OL-550.
Same bore as O-346, O-520.
Same stroke as O-526.
One of the liquid-cooled & fuel-injected (IOL) Voyager series of engines; it was based on the O-368.

4cyl; Voyager 370, IOL-370; 190hp@2700rpm; 1990-1991; Wt = 280#; TC = none.
BGP; J90-91.
Applications: None found.

4cyl; TSIOL-370; 225hp@2700rpm; 1990-1991; Wt = 314#; TC = none.
BGP; J90-91.
Applications: None found.


Continental-Honda OL-370 -- {N/A / N/A / 370} / {N/A / N/A / 6063}

4cyl; Continental-Honda Prototype; 225hp@2700rpm; 2002-present; Wt = 280#; TC = none.
Prototype engine with a blend of traditional Continental design features and modern Honda engine technology; twin overhead camshafts, 4 valves per cylinder, liquid-cooled, full authority digital engine control (FADEC), direct-drive engine that runs on 93 octane unleaded auto fuel (information from KP1/04).
FM6/03; KP1/04; SA4/03, 9/03, 6/04.
Applications: None found.


O-405 -- { 4.875 / 3.625 / 406.0} / {123.8 / 92.1 / 6652}

Same bore and stroke as O-270, O-540 Tiaras.
These were the six-cylinder Tiara versions that were, apparently, originally designated O-366.

6cyl; 6-260; 260hp@4000rpm; 1969-1975; Wt = 354#; TC = 11CE on 9/8/69.
Fuel-injected and geared to 0.5.
J72-73toJ74-75; S; W70.
Applications: (US) Beech 18 testbed, Debonair.

6cyl; T6-260; 260hp@4000rpm; 1969-1975; Wt = 402#; TC = none.
Fuel-injected, turbocharged, and geared to 0.5.
J70-71toJ74-75; S; W70.
Applications: (US) Beech 18 Testbed.

6cyl; 6-285; 285hp@4000rpm; 1969-1977; Wt = 375-382#; TC = 12CE on 9/8/69.
Fuel-injected and geared to 0.5.
J70-71toJ77-78; S; W70.
Applications: (France) Robin HR 100/285. (US) Cessna 206, 310; Mooney M20G Statesman; Piper PA-28 Cherokee Arrow, PA-36 Pawnee Brave; Spencer S-12-E Air Car amphibian.

6cyl; T6-285; 285hp@4000rpm; 1969-1973; Wt = 402#; TC = none.
Fuel-injected, turbocharged, and geared to 0.5..
J70-71toJ72-73; S; W70.
Applications: None found.

6cyl; 6-320; 300hp@4000rpm; 1969-1977; Wt = 382#; TC = 1SO on 5/27/75.
Fuel-injected and geared to 0.5.
J70-71toJ77-78; S; W70.
Applications: (France) Robin HR 100/Tiara.

6cyl; T6-320; 300hp@4000rpm; 1969-1977; Wt = 440#; TC = 2SO on 7/2/75.
Fuel-injected, turbocharged, and geared to 0.5.
J70-71toJ76-77; S; W70.
Applications: (US) Beech 18 Testbed.


O-470 -- {5.00 / 4.00 / 471.2} / {127.0 / 101.6 / 7722}

Same bore and stroke as O-315.
Same stroke as O-346, O-520.
Developed initially for the U.S. Army Air Force during WW II.
Separate E-185, E-225, and E-260 designations dropped by c.1964. Some versions of the O-470 are listed on the TCM Website as indicated below, despite not being listed in the referenced literature since about 1970.

6cyl; E-165; 165hp@2050rpm; 1944-1953; Wt = 344-351#; TC = 246 in c.1947.
J47toJ52-53; S; W46toW51.
Applications: (US) AeroFlight Streak 165 (AFA-3); Beech 35 Bonanza prototype, Luscombe 11A Sedan; Piper PA-6 Sedan.

6cyl; E-185; 185hp@2300rpm; 1947-1957; Wt = 343-352#; TC = 246 in c.1947.
AY51,52,60; J48toJ56-57; W46toW55.
Applications: (US) Beech 35, A35 through F35 Bonanza; Luscombe 11A Sedan; NAA/Ryan Navion.

6cyl; E-225; 225hp@2650rpm; 1950-1966; Wt = 347-363#; TC = 267 on 7/12/50.
AY51,52,60; FEW; J50-51toJ56-57; W51toW66-67.
Applications: (US) AeroFlight Streak 225 (AFA-4); Beech F35 & G35 Bonanza; Fletcher FD-25; Goodyear GA-22A; Texas A&M Ag-1 (initial version).

6cyl; XO-470-3, -5, -9; 267-275hp@3200rpm; 1947-1953; Wt = 471-502#; TC = none.
Military versions for vertical operation in helicopters.
AMC; J53-53toJ53-54; W47toW54.
Applications: (US) Bell Model 54 (XH-15, H-15).

6cyl; O-470-7; 205hp@3200rpm; 1947-1955; Wt = 338#; TC = none.
Military versions similar to E-185.
AMC; J47toJ55-56; W47toW56.
Applications: (US) NAA/Ryan Navion (L-17A, B, C).

6cyl; O-470-11, -15; 190hp@2300rpm; 1950-1965; Wt = 391-405#; TC = 269 on 1/19/51.
Military versions only; both versions have Takeoff power of 213@2600 (which is the familiar quoted rating for the L-19, O-1 series).
AY60; J51-52toJ64-65; W51toW70.
Applications: (US) Cessna 305 (L-19A, D through E, OE-1, O-1A, B, D through G) Bird Dog.

6cyl; O-470-13, -4; 225hp@2600rpm; 1950-1965; Wt = 391-405#; TC = 269 on 1/19/51.
Military versions only.
AY60; J51-52toJ64-65; W51toW70.
Applications: (US) Beech 45 Mentor (YT-34, T-34A & B).

6cyl; O-470; 225-240hp@2600rpm; 1951-present; Wt = 378-495#; TC = 273 on 12/4/52.
Civilian versions only of O-470 series.
AY60; J51-52toJ67-68; W51toW70.
Applications: (US) Cessna 180 through 180G, 182 Skylane, 188AgWagon, 310; Meyers 200.

6cyl; IO-, LIO-470; 240@2400rpm-250@2600; 1952-present; Wt = 400-475#; TC = 273 on 12/4/52 & TC = 3E1 on 10/14/58.
IO-470-A, -C are under TC = 273; IO-470-D and higher (alphabetically) models are under TC = 3E1.
AY60; J52-53toJ77-78; W59-60toW70.
Applications: (Italy-US) Aermacchi-Lockheed AL60-1, AL60-B1. (US) Beech 33 Debonair, 55 Baron; Cessna 205, 310; Meyers 200A through 200C.

6cyl; SO-470; 300hp@N/Arpm; 1953-1954; Wt = N/A; TC = none.
W53toW54.
Applications: None found.

6cyl; GSO-470; 300hp@N/Arpm; 1953-1957; Wt = N/A; TC = none.
Geared to 0.69; otherwise like SO-470.
FEW; W53toW57.
Applications: (US) Texas A&M Ag-1 (later version).

6cyl; FSO-470; 260hp@3000rpm; 1955-1957; Wt = 533# (incl. fan); TC = 281 on 2/2/55.
This had a cooling fan for horizontal application to helicopters.
AY51,52; J52-53toJ56-57; W53toW57.
Applications: (US) Cessna CH-1 (YH-41, NH-41 Seneca).

6cyl; O-470-2 Military; 250hp@2600rpm; 1955-1957; Wt = 484#; TC = 281 on 2/2/55.
Supercharged, geared to N/A version otherwise similar to civilian O-470-K; may also have been known earlier as GE-260 for its take-off power.
AY60; J52-53toJ57-58; W53toW56.
Applications: (US) Cessna 321 (OE-2, O-1C).

6cyl; TSIO-470; 260hp@2600rpm; 1960-1981; Wt = 427#; TC = 3E3 on 9/9/60.
J60-61toJ77-78; W62-63toW70.
Applications: (Italy) Aermacchi-Aerfer MA-3. (Italy-US) Aermacchi-Lockheed AL60-2, AL60-B2. (US) Cessna 320 Skyknight.

6cyl; GIO-470; 310hp@3200rpm; 1962-1971; Wt = 461#; TC = 2CE on 4/30/62.
Geared to 0.75.
Built under license agreement by Rolls Royce, see W62-63.
J62-63toJ71-72; W62-63toW70.
Applications: (Italy-US) Aermacchi-Lockheed AL60-B3.


O-520 -- {5. 25 / 4.00 / 519.5} / {133.4 / 101.6 / 8513}

Same bore and stroke as O-346.
Same bore as O-550.
Same stroke as O-315, O-470.
Lightweight versions have been in production since 1981.

6cyl; IO-, LIO-520; 250hp@2500rpm-285@2700; 1963-present; Wt = 419-478#; TC = 5CE on 5/28/63.
J64-65to present; W66-67toW70.
Applications: (US) Aero Commander (Meyers) 200D; Beech 55 & 58 Baron, F33A, V35B & A36 Bonanza; Cessna 185 SkyWagon (U-17), 188 AgWagon & AgTruck, 206 & 207 Stationair, 210 Centurion, 310; Colemill Executive 600 (Cessna 310F through 310Q), President 600 (Beech 55 Baron); Navion; Spencer S-12-E AirCar; Windecker Eagle.

6cyl; GTSIO-520; 340hp@3200rpm-435@3400; 1964-present; Wt = 482-557#; TC = 7CE on 7/24/64.
Some geared to 0.667; others to 0.75.
J60-61to present; W66-67toW70.
Applications: (Italy) Aermacchi-Aerfer AM3 (prototype). (US) Avia Bellanca 19-25 Skyrocket II; Cessna 404 Titan, 411, 421 Golden Eagle; Rockwell Commander 685.

6cyl; TSIO-, LTSIO-520; 250hp@2400rpm-325@2700; 1964-present; Wt = 450-470#; TC = 8CE on 11/13/64.
J67-68to present; W66-67toW70.
Applications: (US) Beech 58P & 58TC Baron, V35BTC & B36TC Bonanza; Cessna U-206 & U-207 Stationair, 210 Turbo Centurion, 303 Crusader, 310, 340, 401, 402, 404, 414 Chancellor.

6cyl; GIO-520; 285hp@2700rpm; 1966-1967; Wt = 515#; TC = none.
Geared to N/A.
W66-67.
Applications: (US) Beech PD-249 (improved D33 Bonanza for USAF).


O-526 -- {5.125 / 4.25 / 526.0} / {130.2 / 108.0 / 8620}

Same stroke as O-368, OL-370, O-550, OL-550.

6cyl; FSO-526; 270hp@3000rpm; 1957-1965; Wt = 542-552#; TC = 292 on 6/11/57.
This had a cooling fan for horizontal application to helicopters.
AY60; J57-58toJ64-65; S; W59-60toW62-63.
Applications: (US) Cessna CH-1B.

6cyl; GSO-526; 300hp@3000rpm; 1957-1965; Wt = 556#; TC = 303 on 6/12/58.
Geared to 0.688.
AY60; J57-58toJ64-65; S; W55toW59-60.
Applications: (US) Cessna 620.

6cyl; GO-526; 310hp@3100rpm; 1959-1960; Wt = 462#; TC = none.
Geared to 0.688.
AY60; W59-60.
Applications: None found.


O-540 -- { 4.875 / 3.625 / 541.3} / {123.8 / 92.1 / 8870}

Same bore and stroke as O-270, O-405 Tiaras.
These were the eight-cylinder Tiara versions.

8cyl; 8-380; 380hp@N/Arpm; 1970-1973; Wt = N/A; TC = none.
Fuel-injected and geared to 0.5.
J70-71toJ71-72; S; W70.
Applications: None found.

8cyl; T8-450; 450hp@4500rpm; 1970-1973; Wt = 513# TC = none.
Fuel-injected, turbocharged, and geared to 0.5.
J70-71toJ72-73; S; W70.
Applications: (US) Beech 18 testbed.


O-550 -- {5.25 / 4.25 / 552.0} / {133.4 / 108.0 / 9046}

Same bore and stroke as O-368, OL-370, OL-550.
Same bore as O-346, O-520.
Same stroke as O-526.

6cyl; IO-550; 280hp@2500rpm-310@2700; 1983-present; Wt = 422-451#; TC = 3SO on 10/13/83.
J84-85to present.
Applications: (US) Aircraft Design Stallion; Beech 58 Baron, A36 Bonanza; Cirrus Design SR22; Colemill Foxstar Baron (55 or 58), Starfire Bonanza (various); Lancair Super ES, Columbia 300; Mooney M20R Ovation & Ovation 2, M20S Eagle & Eagle 2.

6cyl; IOF-550; 300-310hp@2700rpm; 2002-present; Wt = 447-463#; TC = 3SO on 2/4/02.
Version of IO-550 with Full Authority Digital Engine Engine Control (FADEC) - second Continental engine after IOF-240 to receive TC with FADEC.
Aerosance Website and FAA Website.
Applications: None found.

6cyl; TSIO-550; 310-360hp@2700rpm; 1984-present; Wt = 498#; TC = 5SO c.1987
J93-94to present.
Applications: (US) Aircraft Design Stallion; Lancair IV, IVP.

6cyl; GIO-550; 350hp@3400rpm; 1994-1995; Wt = N/A; TC = none.
Geared to 0.667.
J94-95 (for 2-38A).
Applications: (US) Schweizer 2-38A (RU-38A Twin Condor).


OL-550 -- {5.25 / 4.25 / 552.0} / {133.4 / 108.0 / 9046}

Same bore and stroke as O-368, OL-370, O-550.
Same bore as O-346, O-520.
Same stroke as O-526.
One of the liquid-cooled & fuel-injected (IOL) Voyager series of engines; it is based on the O-550.

6cyl; Voyager 550; TSIOL-550; 325-350hp@2700rpm; 1990-present; Wt = 438-583#; TC = 4SO c.1987.
BGP; J90-91to present.
Applications: None found.

6cyl; Voyager T-550; 300hp@2500rpm; 1990-1996; Wt = 450#; TC = none.
BGP; J91-92toJ95-96.
Applications: (US) TCM retrofit to Beech A36 & B36TC Bonanza; Helio Courier 700.

6cyl; Voyager GT-550; 400hp@N/Arpm; 1990-present; Wt = 550#; TC = none.
Geared to N/A.
BGP; J91-92to present.
Applications: (US) TCM retrofit to Piper Navajo Chieftain.


OL-1430 -- {5.5 / 5.0 / 1425.5} / {139.7 / 127.0 / 23,359}

The US Army at McCook Field (later at Wright Field) began cylinder research in 1929 under the direction of S.D. Heron and others. By 1931, a twelve cylinder, V-12 liquid-cooled engine with {4.625 / 5.0 / 1008.0} had been developed. In 1934, the US Army increased the cylinder size to 1425 cu. in. for a V-12; this was redesigned further into the OL-1430 and tested in 1938. The motivation for a high-power HOAE was the promise shown for low-drag, in-wing installation, but this soon was seen as impractical (see, also, the Lycoming OL-1230). Later, the OL-1430 was redesigned into the Continental IV-1430, which was an inverted V-12.

12cyl; O-1430-1; 1150hp@3150rpm; 1938-1941; Wt = 1300#; TC = none.
Supercharged and geared to 0.455 or 0.556.
Aerofiles.com; AMC; BGE; BGP.
Applications: None found.

12cyl; XO-1430-3; 1500hp@3150rpm; 1938-1941; Wt = 1600#; TC = none.
Supercharged and geared to 0.336.
Aerofiles.com; AMC; BGE; BGP.
Applications: None found.


Top Top
JOFair
Aeronaves en Venta en JOFair.com: Cessna, Piper, Gulfstream, Lear Jet, King Air, Seneca, Bonanza, Saratoga, Baron, Citation, Cherokee, Helicopteros, Aviones.
Click sobre el logo para ir al Home