1. After start, do not advance throttle above 800 rpm until the oil pressure is above 35-40 psi.
2. Warm up the engine thoroughly before commencing takeoff...all temps and pressures well into the green...otherwise, very expensive repairs.
3. Advance the throttle slowly and smoothly to takeoff power and keep an eye on the MP to avoid overboost.
4. Ensure that the fuel flow at takeoff power is near the maximum (for combustion chamber cooling).
5. When in cruise, lean according to the POH. In addition, do not operate close to peak EGT. To do so results in accelerated exhaust maniford stress, an important consideration on twin Cessna aircraft subject to AD 2000-01-16.
6. Keep the CHT below 400F. 380 is about ideal.
7. When ready for descent, reduce throttle slowly from the cruise power setting about 5-6 inches of MP and continue reducing as required BUT NOT below 20 inches MP. At ALL times, keep the engine driving the propellor, NOT the prop driving the engine. This is true for all geared engines, not just Continental.
8. On descent, leave the mixture at the cruise power setting, or increase a small amount if necessary to level off at a normal power setting.
8. On landing, DO NOT increase the prop RPM until touchdown (or later). There is a Continental service bulletin about this, regarding the crankshaft counterweights.
9. If you MUST do engine-out training in GTSIO powered aeroplanes, reduce the throttle slowly to a zero-thrust setting.
Do not rapidly completely close the throttle. If a sudden complete power loss is required for training, reduce the mixture to ICO and leave the throttle advanced. When restoring power, reduce the throttle to just above the idle position, then advance the mixture.
If you treat the GTSIO engine properly, it will last a long time. Treat it roughly...expect to pay, BIG time.
