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

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 of the cylinder heads 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.

It does not seem to have been widely known in the aircraft-engine community, but Teledyne Continental developed a series of small horizontally-opposed engines to generate power in Ground Power Units (GPU) for the US Military. These engines were built by TCM as well as other US Government contractors. When these engines became available as Military Surplus in the late 1990's, they became of interest for use in ultralight propulsion since they possessed about the same sizes and power-to-weight ratios as the VW and 1/2 VW conversions. The Compiler has given these engines coverage of their own, see the GPU Surplus Webpage.

Many ultralight aircraft builders have converted four-cylinder Volkswagen auto engines to horizontally-opposed twins. This is discussed in depth on the VW Webpage. Small Continental engines have received the same treatment in at least two examples. It is not known whether one pair of pistons and connecting rods have been removed or whether the crankcase has been cut and a new crankshaft and enclosure for the crankcase fabricated. Both options have been seen in 1/2 VW conversions. The two known Continental conversions are described below as the O-100 and the O-120. It must be borne in mind that TCM has never, and do not now, authorize the use of Continental engines or parts in such conversions. Any individual or firm modifiying Continental engines in this way is not affiliated in any way with TCM or Rolls-Royce. This is the policy by most of the auto manufacturers whose engines have been adapted and converted for aircraft use. In the experimental aircraft community, these engines are generally classsified as "Alternative Engines". Everyone dealing with them must appreciate that they are classified as experimental when they are not type certificated by a governing national authority. No Continental conversions have been type certificated in the US.

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., the IO-470 that was the first in c.1957.

(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. An update in the Teledyne Continental FADEC systems is given in FM7/05.

(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 DesignationWebsite Designation
A-50, A-65, A-75, A-80O-170
C-75, C-85O-190
C-115, C-125, C-140O-280
E-165, E-185, E-225, E-260O-470
Continental-Honda PrototypeOL-370
GAPOL-240 (2-S Diesel)
Perkins DieselO-201 (2-S Diesel)
Tiara 4-180O-270
Tiara 6-260, 6-285, 6-320, T6-260, T6-285, T6-320O-405
Tiara 8-380O-540
Voyager 200OL-200
Voyager 300OL-300
Voyager 370OL-370
Voyager 550OL-550

O-100 -- {4.0625 / 3.875 / 100.5} / {103.2 / 98.4 / 1646}

Same bore and stroke as O-200, OL-200, O-300, OL-300.
Same bore as O-190, O-280.
Same stroke as O-120, O-240, O-360.
This is a 1/2 conversion of a Continental O-200. The only known example was converted by Al Hoppe of Virgilina, Virginia in the US. Details of the conversion are not available to the Compiler. It was the engine used for the Application below when it first flew in August 2003, but was replaced by a Continental A-65.

2cyl; O-100, "1/2 O-200"; 53hp@N/A rpm; 2003; Wt = N/A; TC = none.
Applications: (US) Hoppe A/L-2 "Toad" ultralight.

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; FRI10/67 (D.H.53 replica); J5; J41toJ42; S; U&C; W41.
Applications: (Canada/UK) de Havilland D.H.53 Humming Bird (Canadian-built replica) [CF-OVE]. (US) Aeronca KC (CF); Aero Sport S-1 [X14202]; Hansen (Heath derivative) Baby Bullet #2 [NR282W], #3 [NR84Y]; 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: (UK) Hordern-Richmond Autoplane twin [G-AEOG]. (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-120 -- {4.4375 / 3.875 / 119.9} / {112.7 / 98.4 / 1964}

Same bore and stroke as O-240, O-360.
Same stroke as O-100, O-200, OL-200, O-300, OL-300.
This is a 1/2 conversion of a Continental/Rolls-Royce O-240. The only known example was converted for Wallis Autogyros, Ltd. of Norfolk, UK, which was operated by Wing Commander K.H. Wallis, RAF (Retd). Details of the conversion are not available to the Compiler. It was the engine used for the Application below and was one of many engines used with this basic airframe.

2cyl; O-120, "1/2 O-240"; N/A hp@N/A rpm; 1990-1991; Wt = N/A; TC = none.
Applications: (UK) Wallis WA-116/X gyroplane.

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: (Argentina) FMA (later Petrolini) El Boyero. (Poland) ZAK-2. (UK) Phoenix (formerly Luton) L.A.4a Minor; Shapley Kittiwake [G-AEZN]. (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: (Argentina) Tucan T-1. (Australia) Victa Millicer Air Tourer. (Brazil) Avibras A-80 Falcao [PP-ZTL]; C.N.N.A. HL-1. (Canada) Cub Aircraft J-3, L-4B Prospector; Maranda Loisir BM1 (French Adam RA14), BM3 Super Loisir (French Adam RA17), BM4 Hawk (French CAB Minicab), BM5 Falcon , BM6 Lark biplane; Martyn West Wind [CF-RBO]; Noury Monoplane [CF-BPX], T-65 Noranda [CF-BYX]; Zenair (Heintz) Mono-Zenith. (Finland) PIK-11 [OH-YMA]. (France) Adam RA-14, RA-17 Loisir; Aerocentre NC 854; Béarn (later C.A.B.) Minicab, GY-20; Boisavia B-80 Chablis; Chasle YC-12 Tourbillon [F-PMXQ]; Croses EC-1-02 (Mignet-type design [F-PIHL]); Druine D.5 Turbi, D.61 Condor; E.A.C. Jodel D.127; Jodel D.112 Club; Jurca M.J.2A Tempête, M.J.4 (retractable M.J.2) Shadow; M.D.G. Midgy-Club; Piel C.P.30 Emeraude, C.P.70 Beryl; SIPA 1000 Coccinelle; Starck A.S.80 Holiday. (Germany) Aero-Jodel (Zuerl) D.11A Club; Burgfalke M-150 Schulmeister. (Indonesia) Nurtanio NU-65 Super Kunang. (Italy) Macchi MB-308. (Spain) Aero-Diffusión Jodel D.112 Popuplane. (UK) Auster J-3A Atom [G-AHSY]; Helmy Aerogypt IV twin [G-AFFG]; Phoenix (formerly Luton) L.A.5a Major; Rollason (formerly Luton) Beta B1; Taylor J.T.1 monplane. (US) Aeronca Chiefs 65-C, 65-CA, Tandems 65-TC, 65-TAC, O-58, L-3, 7AC Champion, 11AC Chief; Beecraft Honey Bee; 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]). (France) Jurca M.J.2B Tempête; Piel C.P.308 Emeraude. (Sweden) Andreasson BA-7. (US) Air Utility Cargo Co. AU18-150 twin; 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: (UK) Fane F1/40 AOP [G-AGDY]. (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: (Brazil) I.P.T. 0 Bichinho. (UK) Auster J-2 Arrow. (US) Commonwealth (formerly Allied Aviation) Trimmer amphibian twin; 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. Fuel injection available.
AMC; AY44,45,51,52,60; J45-46toJ65-66; S; W44toW70.
Applications: (Belgium) Limbach Gusty Mk.1. (Brazil) I.P.T.13; Paul Baumgartl PB-63 helicopter. (Canada) Fleet Models 80, 81 (both of which used a fuel-injected version). (Finland) Heinonen HK-1.(France) Druine D.5 Turbi; Jurca M.J.2C Tempête; Piel C.P.304 Emeraude. (India) Afco (Private) RL.3 Monsoon [VT-DMH].(Italy) Aerauto PL.5C; Ambrosini G.F.4 Rondone; Lombardi F.L.3; Macchi MB-308; Viberti Musca 1 [I-PINO]. (Netherlands) Fokker P.1 Partner. (Spain) Iberavia I-11 Peque. (UK) Phoenix (formerly Luton) L.A.5a Major; Taylor J.T.2 Titch. (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; Stits SA-3A Playboy; 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. The great longevity of these engines has been extended with the advent of the Light Sport Aircraft rules in the US during 2004. Several approved S-LSA aircraft are using new production of the familiar O-200-A & -B engine versions (for tractor and pusher applications, respectively). The O-200-C is the version for controllable-pitch propellers. Furthermore, Teledyne Continental has developed a lighter-weight version with the same performance ratings, the O-200-D, which was introduced at EAA AirVenture 2008 (KP7/09, SA9/08, SP9/08). The O-200-D was certificated under TC = 252 on 10/10/08 with an increase in the compression ratio from 7:1 to 8.5:1 and a weight decrease to 172# (KP7/09, SA9/08, SP9/08). A fuel-injected, electronic ignition and fuel control version of the engine, with the familiar Continental stamped metal bulb for the oil sump replaced by a more modern sump, was displayed at EAA Oshkosh AirVenture 2006 (KP11/06, SA10/06, 1/07).

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

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: (Argentina) Aero Boero 95 Standard, 95A De Lujo, 95A Fumigator; German-Bianco (Macchi license) MB-308, MB-308-100. (Australia) Eagle Aircraft Eagle X with 3 horizontal lifting surfaces [VH-XEG]; Victa A.T.100 Airtourer; VTOL Aircraft (formerly Phillips) Phillicopter MK I helicopter. (Brazil) Neiva Paulistinha-56, -56C. (Canada) Maranda Loisir BM1A (French Adam RA14), BM3 Super Loisir (French Adam RA17); Zenair (Heintz) Mono-Zenith, Zenith. (France) AGB/Dabos J.D.24P twin; Alpavia Jodel D.117 Grand Tourisme; AM-69 [F-PTXB]; Boillon Fulmo; Brochet M.B. 120; C.A.B. GY-30 Supercab; Centre Est Jodel-Robin DR. 220 2+2, D.R.1050 Ambassadeur; Chasle YC-122 Tourbillon; Croses EC-6-01 Criquet (Mignet-type design) [F-PPPI], EC-7 Bujon; DFL (Damonie) DFL-6 Saphir [F-WJCO]; Druine D.62, D.620 Condors; Duruble RD-02 Edelweis, RD-03A Edelweis; E.A.C. Jodel D.128; Fournier RF-6B Club [F-WPXV]; Gardan GY90; Gatard Statoplan AG 03 Hirondelle, AG 04 Pidgeon, AG 05 Mesange; Helicop-Air Girhel L50 winged gyroplane; Jodel D.11; Jurca M.J.2D, E Tempête, M.J.3, M.J.4 Shadow (retractable M.J.2), M.J.5A, B Sirocco, M.J.7 Gnatsum (2/3 scale P-51); Lederlin (Mignet-type design) 380-L; Lefebvre Busard racer [F-PTXT]; Legrand-Simon L.S.50 Dauphin, L.S.60; Lemaire A.R.L.20 Baby Squale [F-WICD]; Max Plan M.P.215; Merville D.63; Mignet HM-351 [F-WHQT]; Morane-Saulnier (later S.E.E.M.S., Socata) M.S.880 Rallye 100S Sport & 100T, ST Tourisme; Piel C.P.301 & 320 Emeraude, C.P.60 & 601 Diamant, C.P.80 Zef racer, C.P.90 Pinocchio; Pottier P.50 Bouveuil racer, P.51R racer; S.A. Normande Jodel D.150 Mascaret, DR.100 Ambassadeur, DR.1052 Excellence; Scintex C.P.301C1 Emeraude, C.P.1310C3 Super Emeraude; SIPA 1000 Coccinelle; Vintras et Bouiller VB-20 Isard [F-PMXL]; Wassmer-Jodel D.120L, R, S Paris-Nice. (Germany) Aero-Jodel (Zuerl) D.11C Club; Bölkow (later Messerschmitt-Bölkow, licensed Malmö design) Junior B, Bö 208 C Junior; Merkle-Kiebitz 501; Pützer SR57 Bussard, Elster B; RAAB-Flugzeugbau (de Bernardi design) Aeroscooter; Scheibe SF-23A. (India) Hindustan (HAL) HUL-26 Pushpak. (Indonesia) Akasamitra ST-220; LIPNUR X-08 Manjang; Nurtanio NU-90 Belahng. (Italy) Ambrosini G.F.4 Rondone; Aviamilano P.19 Scricciolo with conventional or tricycle gear; Macchi MB-308, -308 Floatplane, -308G; Partenavia P.59 Jolly, P.70 Alpha. (Japan) Fuji FA-200. (New Zealand) AESL (formerly Victa) AT.100 Airtourer. (Norway) Larsen LN-11 Special. (Poland) PZL-102.B Kos. (South Africa) Genair Aeriel Mk.II (Piel Emeraude license). (Spain) Aero-Diffusión Jodel D.119 Popuplane, D.1190.S Compostela; Iberavia (later AISA) I-11B Peque. (Sweden) Andreasson BA-4B; MFI-9B Trainer, Militrainer, Junior. (Switzerland) Uetz U2V (Jodel). (UK) AJEP (Wittman license) Tailwind; Beagle B.121 Pup-100; Britten-Norman BN-3 Nymph; Coates S.A.II Swalesong [G-AYDV]; Crosby (Andreasson license) BA-4B; Garland (later Fairtravel) Linnet (Piel Emeraude license); Isaacs Spitfire (0.6-scale replica); Knowles Duet (formerly Luton 4a side-by-side); Lockspeiser LDA-1 prototype; Mitchell-Procter Kittiwake I (later Procter) [G-ATXN], Kittiwake II (later Mitchell); Rollason (Druine license) D62, D62A & D62B Condor, (formerly Luton) Beta B2 & B4; Wallis WA-116/R-R/C, WA-117/R-R/C production gyroplane. (US) Aeronca 7CC (L-16B) & 7EC Champions; Anderson-Greenwood AG-14; Cessna 140, 150, XMC experimental pusher [N7174C]; Champion 7EC Traveler, 7FC Tri-Traveler, 7JC Tri-Con, 7ECA Citabria, 402 Lancer; Emigh A-2 Trojan; Forney (formerly ERCO) Aircoupe; Gyrodyne G.C.A. 2A (2 auxiliary engines for convertiplane proof-of-concept tests); Helton (Culver) Lark; Lockheed QT-2, X-26B; Luscombe 8F Silvaire, T-8F Observer; Pereira X-28A (military Osprey); Piper PA-18-95 (L-18B) Super Cub, PA-19 Super Cub (1950 Army liaison competition L-18C); Thorp T-211; Quickie Q-200. (US/Taiwan) Pazmany/CNAF PL-1 military trainer.

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


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 TM XIO-240-B) and the TMX IOF-240. These engines are not certificated and may be used only for homebuilt and other experimental aircraft.

4cyl; O-240; 130hp@2800rpm; 1971-1981; Wt = 246#; R-R TC = 11EU on 7/7/71.
R-R version with carburetor.
BGP; FRI 9/69,2/70; J69-70toJ80-81.
Applications: (France) Reims (license-built Cessna) F-150 (for engine flight testing), FRA-150 Aerobat; Wassmer WA-51. (New Zealand) AESL (PAC)/Victa T3 Airtourer. (UK) Crosby (Andreasson license) Super BA-4B; Practavia Sprite; Procter Petrel; Wallis WA-120/R-R [G-AYVO], WA-122/R-R [G-BGGW] gyroplanes. (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; FAA Website; FM7/05.
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 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; Lockheed Model 34 Big Dipper pusher; Rice Special homebuilt [N64579]; 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: (France) Brandt Kochab.

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: (Denmark) KZ VII. (UK) Miles M.65 Gemini 2 twin. (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: (Australia) Phillips Phillicopter helicopter. (Brazil) CTA Panelhinha [PP-ZTN]. (Denmark) KZ X. (Egypt) Heliopolis Gomhouria Mk.2, Mk.3, Mk.4, Mk.6. (France) Morane-Saulnier (later S.E.E.M.S., Socata) M.S.885 Super Rallye; Piel C.P.604 Super Diamant; Scintex Rubis ML145. (India) Tech. Centre - Civil Aviation Dept. Revathi Mk.I [VT-XAH], Mk.II. (Italy) C.V.V. P.110. (Japan) Fuji FA-200. (UK) Cierva Rotorcraft Mk.III Grasshopper helicopter twin; Procter Kittiwake III. (US) Aeronca 15AC Sedan; Baumann Brigadier B-290; Cessna 170, 170A & 170B, 172, 172A through 172H Skyhawks & T-41A; Maule M-4 Bee Dee [N40001]; Meyers MAC-145; Taylorcraft 15A Tourist; Temco TE-1A Buckaroo.

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: Part 2 (from O-315)


Updated 7/20/09