172sp lycoming

OPE RATO R’SMAN UAL

TEXTRON I vrONIING

Aircraft Engines

SERIES

0-360, HO-360, 10-360,AIO-360, HIO-360 TIG-360

60297-12

652 Oliver Street

Williamsport, PA 17701 U,S.A.570/323-6181

Operator’s Manual

Lycoming

0-380, 00-380,;

10-300, AIO-360,

H101360 T101360 ~eries

Approved by FAA

8’h Edition Part No. 60297-12

October 2005652 Oliver Street

Williamsport, PA. 17701 U.S.A.

570/323-6181

O, HO, IO, AIO, HIO, TIG-360 Series Operator’s Manual

Lycoming Part Number: 60297-12

O 2005 bylycoming. All rights reserved.

Lycoming and "Powered by Lycoming" are trademarks or registered trademarks~ of

Lycoming.

All brand and product names referenced in this publication are trademarks or registeredtrademarks of their respective companies.

For addition information:

.Mailing address:

Lycoming Engines652 Oliver Street

Williamsport,PA 17701 U.S.A.

Phone:

Factory: 570-323-6181

Sales Department: 570-327-7268

Fax: 570-327-7101

Lycoming’s regular business hours are Monday through Friday from 8:00 AM

through 5:00 PM Eastern Time (-5 GMT)

Visit us on the World Wide Web at:

http://www.lycoming.com

o

A Textron Company

OPERATOR'S MANUAL REVISION

REVISION NO. PUBLICATION PUBLICATION NO. PUBLICATION DATE 0-360, HO-360, 10-360,

60297-12-5 AIO-360, HIO-360 & 60297-12 October 2005 TIO-360 Series

The page(s) in this revision replace, add to, or delete current pages in the operator's manual. PREVIOUS REVISION CURRENT REVISION

June 2007 December 2009

Web Page; 3-38 2-7

September 2007

3-8, 3-9, 3-11

December 2007

3-4,3-5

March 2009

1-5; Section 2 Index, 2-3, 2-8, 2-11; 3-5, 3-21, 3-41

02009 by Lycoming "All Rights Reserved"

Lycoming Engines. a division of A VCO Corporation, a wholly owned subsidiary of Textron Inc.

NOTE

In order to accommodate clearer type, larger charts and graphs, and move

detailed illustrations, this edition of the 0-360, H01360, 10-360, AIO-360,

HIO-360 _and TIG-360 Operator’s Manual, Lycoming Part Number

60297-12, is presented in art´• 8-172 x II inch format. This edition is a

complete manual, current as of the date ofissue. The manual incorporates

allpreviously issued revisions.

This manual will be kept current ~y revisions available from Lycomirtg

dislvi~utors Or from the factory. All revisions will be accompanied by an

Operator ’s Manual Revision page which will identi~jt the revision level, the

date of the revision; and the pages revised, added or deleted. Ah revisions

will be supplied in the 8-1/2 x II inch format.

IA Textron Company

~ARRANTYNEW AM) REBUILT ENGINES

(1) WARRANTY AND REMEDY: Lycoming Engines, a division of Avco Corporation thereinafter "Lycoming")warrants each new and rebuilt Lycoming reciprocating engine to be free from defect in material or workmanshipunder normal use and service. Lycoming’s sole obligation under this warranty is limited to replacement or repair of

parts which are determined by Lycoming to have been defective within a period of twenty-four (24) months after

new aircraft delivery to the original retail purchaser or first user, or twenty-four (24) months from the date of first

operation. The warranty period of twenty-four (24) months commences on the ~earlier of the date of first operationafter new aircraft delivery to the original retail purchaser or first user, or twenty-four (24) months from the date of

shipment from Lycoming. Lycoming will, in connection with the foregoing warranty, cover reimbursement of

reasonable freight charges with respect to any such warranty replacement or repair.

(2) Within the warranty period, Lycoming will reimburse the Purchaser for labor charges associated with warrantyrelated issues. Lycoming will only reimburse the cost of such labor charges in connection with repair or

replacement of parts as provided in Lycoming’s then current Removal and Installation Labor and Allowance

Guidebook. Spare parts installed as warranty replacement on engines which are covered by this New EngineWarranty will be warranted for the balance of the original warranty period or for the spare part warranty, whichever

is the greater. Replacement of parts may be with either new or reconditioned parts, at Lycoming’s election. A claim

for warranty on any part claimed to be defective must be reported in writing to Lycoming’s WarrantyAdministration within 60 days of being found to require repair or replacement by the purchaser or service facility.Warranty adjustment is contingent upon the Purchaser complying with the Lycoming’s Warranty Administration

disposition instructions for defective parts. Failure to comply with all of the terms of this paragraph may, at

Lycoming’s sole option, void this warranty.

(3) THIS WARRANTY IS GIVEN AND ACCEPTED M PLACE OF (i) ALL OTHER WARRANTIES OR

CONDITIONS, EXPRESS OR IMPLIED, INCLUDING BUT NOT LIMITED TO THE IMPLIED WARRANTIES

OR CONDITION OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE AND (ii) ANY

OBLIGATION, LIABILITY, RIGHT, CLAIM OR REMEDY IN CONTRACT OR IN TORT (DELICT),INCLUDING PRODUCT LIABILITIES BASED UPON STRICT LIABILITY, NEGLIGENCE, OR IMPLIED

WARRANTY IN LAW AND PURCHASER HEREBY WAIVES SUCH RIGHTS AND CLAIMS.

(4) THIS WARRANTY IS THE ONLY WARRANTY MADE BY LYCOMING. THE PURCHASER’S SOLE

REMEDY ´•FOR A BREACH OF THIS WARRANTY OR ANY DEFECT IN A PART IS THE REPAIR OR

REPLACEMENT OF ENGINE PARTS AND REIMBURSEMENT OF REASONABLE FREIGHT CHARGES AS

PROVIDED HEREIN. LYCOMING EXCLUDES LIABILITY, WHETHER AS A RESULT OF A BREACH OF

CONSEQUENTIAL DAMAGES, INCLUDING, BUT NOT LIMITED TO, DAMAGE TO THE ENGINE OR

OTHER PROPERTY (MCLUDING THE AIRCRAFT M WHICH THE ENGINE IS INSTALLED), COSTS AND

EXPENSES RESULTING FROM REQUIRED CHANGES OR MODIFICATIONS TO ENGINE COMPONENTS

AND ASSEMBLIES, CHANGES IN RETIREMENT LIVES AND OVERHAUL PERIODS, LOCAL CUSTOMS

FEES AND TAXES, AND COSTS OR EXPENSES FOR COMMERCIAL LOSSES OR LOST PROFITS DUE TO

LOSS OF USE OR GROUNDING OF THE AIRCRAFT M WHICH THE ENGINE IS INSTALLED OR

OTHERWISE. LYCOMING’S TOTAL LIABILITY:’FOR;ANY AND ALL CLAIMS RELATED TO ANY

ENGINE SHALL IN NO CASE EXCEED THE ORIGINAL SALES PRICE OF THE ENGINE. SELLER MAKES

NO WARRANTY AND DISCLAIMS ALL LIABILITY WITH RESPECT TO COMPONENTS OR PARTS

DAMAGED BY, OR WORN DUE TO, CORROSION.

A Textron Company

(5) This warranty shall not apply to any engine or part thereof which has been repaired or altered outside

Lycoming’s factory in any way so as, in Lycoming’s sole judgment, to affect its durability, safety or reliability, or

which has been subject to misuse, negligence or accident. Repairs and alterations which’use or incorporate parts and

components other than genuine Lycoming parts or parts approved by Lycoming for dirkct acquisition from sources

other than Lycoming itself are not warranted by Lycoming, and this warranty shall be void to the extent that such

repairs and alterations, in Lycoming’s sole judgment, affect the durability, safety or reliability of the engine or any

part thereof, or damage genuine Lycoming or Lycoming-approved parts. No person, corporation or organization,including Distributors of Lycoming engines, is authorized by Lycoming to assume for it any other liability in

connection with the sale of its engines or parts, nor to ma.ke any warranties beyond the foregoing warranty nor to

change any of the terms hereof. NO STATEMENT, WHETHER WRITTEN ORIORAL, MADE BY ANY

PERSON, CORPORATION OR ORGANIZATION, lNCl,UDING DISTRIBUTORS OF LYCOMING ENGINES

MAY BE TAKEN AS A WARRANTY NOR WILL IT BIND LYCOMING. NO AGREEMENT VARYING THE

TERMS OF THIS WARRANTY OR LYCOMING’S OBLIGATIONS UNDER IT IS BINDING UPON

LYCOMING UNLESS IN WRITING AND SIGNED BY A DULY AUTHORIZED REPRESENTATIVE OF

LYCOMING

(6) All legal actions based upon claims or disputes pertaining to or involving this warranty including, but not limited

to, Lycoming’s denial of any claim or portion thereof under this warranty, must be filed in the courts of generaljurisdiction of Lycoming County, Commonwealth of Pennsylvania or in the United States District Court for the

Middle District of Pennsylvania located in Williamsport, Pennsylvania. In the event that Purchaser files such an

action in either of the court systems identified above, and a final judgment in Lycoming’s favor is rendered by such

court, then Purchaser shall indemnify Lycoming for all costs, expenses and attorneys’ fee incurred by Lycoming in

defense of such claims. In the event Purchaser files such a legal action in a court other than those specified, and

Lycoming successfUlly obtains dismissal of that action or transfer thereof to the above described court systems, then

Purchaser shall indemnify Lycoming for all costs, expenses and attorneys’ fees incurre~ by Lycoming in obtainingsuch dismissal or transfer.

(7) Any invalidity of a provision of this Warranty shall not affect any other provision, and in the event of a judicialfinding of such invalidity, this Agreement shall remain in force in all other respects.

Effective April 2007 Revision "N"

Lycoming Engines652 Oliver Street

Williamsport, Pennsylvania17701

(570) 323-6181

www. lycoming. textron. com

A Textron Company

~NARRANTY

aREPLACEMENT PART RECIPROCATING AIRCRAFT ENGINE

(LIMITED)

1 IWHAT LYCOMING PROMISES YOU 1

I Lycoming warrants each new reciprocating aircraft engine.replacement part sold by it to be free from

defects in material and workmanship for a period of twelve (12) months from the date of first operation.Cylinder Kits are warranted for a period of twenty-four (24) monthss. The date of first operation must not

exceed two (2) years from the date of shipment from Lycoming.

Lycoming’s obligation under this warranty shall be limited to its choice of repair or replacement, on an

exchange basis, of the engine or any part of the engine, when Lycoming has determined that the engine is

defective in material or workmanship. Such repair or replacement will be made by Lycoming at no chargeto you. Lycoming will also bear the cost for labor in connection with the repair or replacement as providedin Lycoming’s then current Removal and Installation Labor Allowance Guidebook.

Any part so repaired or replaced will be warranted for the remainder of the original warranty period.

YOUR OBLIGATIONS

The engine in which the replacement part is installed must have received normal use and service. You must

apply for warranty with an authorized Lycoming distributor within 30 days of the appearance of the defect

in material or workmanship.

Lycoming’s warranty does not cover normal maintenance expenses or consumable items. The obligationson the part of Lycoming set forth above are your exclusive remedy and the exclusive liability of Lycoming.This warranty allocates the risk of product failure between you and Lycoming, as permitted by applicablelaw.

Lycoming reserves the right to deny any warranty claim if it reasonably determines that the engine or parthas been subject to accident or used, adjusted, altered, handled, maintained or stored other than as directed

in your operator’s manual, or if non-genuine Lycoming parts are installed in or on the engine and are

determined to be a possible cause of the incident for which tlie warranty application is filed.

Lycoming may change the construction of‘engines at’any time without incurring any obligation to

incorporate such alterations in engines or parts previously sold.

*Excluding 0-235 series cylinders.

i

~13Y, c~Y1 c~yl

A Textron Company

THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND

REPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHERIWRI’ITEN OR ORAL,

INCLUDING BUT NOT LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS

FOR ANY PARTICULAR PURPOSE, AND ANY IMPLIED WARRANTY ARISING FROM ANY

COURSE OF PERFORMANCE OR DEALING OR TRADE USAGE. THIS WARRANTY 1S ALSO 1N

LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR CLAIM, WHETHER 1N CONTRACT

OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN TORT OR ANY RIGHT

ARISING FROM NEGLIGENCE ON THE PART OF LYCOMING, AND LYCOMING’S LIABILITY

ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICE ALLOCABLE’ TO THE ENGINE OR

PART WHICH GIVES RISE TO THE CLAIM. ~3

LIMITATION OF LIABILITY

gIN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR

IALLEGED NEGLIGENCE, SHALL LYCOMING BE LIABLE FOR SPECIAL:OR CONSQUENTIALOR ANY OTHER DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR

REVENUES, LOSS OF USE OF THE ENGINE OR COST OF A REPLACEMENT.

No agreement varying this warranty or Lycoming’s obligations under it will be binding upon Lycomingunless in writing signed by a duly authorized representative of Lycoming. aE,fjcective March 2002 Revision "K"

jLycoming Eng~nes652 Oliver Street

Williamsport, Pennsylvania17701

(570) 323-6181

www. textron. lycoming. com

ci~cl6k ~Yc~V cl~WQy dSH~h) c~coeb

i 1A Textron Company

WARRANTYa

(LIMITED)OVERHAULED

RECIPROCAT~G AIRCRAFT ENIGNE

WHAT LYCOMING PROMISES YOU

Lycoming warrants each overhauled reciprocating engine sold by it to be free from defects in material and

workmanship for a period of twelve (12) months from date of first operation. Cylinders are warranted for a period of

twenty-four (24) months*. The date of first operation must not exceed two(2) years from the date of shipment from

Lycoming.

Lycoming’s obligation under this warranty shall be limited to its choice of repair or replacement, on an exchangebasis, of the engine or any part of the engine, when Lycoming has determined that the engine is defective in material

or workmanship. Such repair or replacement will be~made by Lycoming at no charge to you. Lycoming will also

bear the cost for labor in connection with the repair or replacement as provided in Lycoming’s then current Removal

and Installation Labor Allowance Guidebook.

Any engine or part so repaired or replaced will be entitled to warranty for the remainder of the original warrantyperiod.

YOUR OBLIGATIONS

The engine must have received normal use and service. You must apply for warranty with an authorized Lycomingdistributor within 30 days of the appearance of the defect in material or workmanship.

Lycoming’s warranty does not cover normal maintenance expenses or consumable items. The obligations on the partof Lycoming set forth above are your exclusive remedy and the exclusive liability of Lycoming. This warrantyallocates the risk of product failure between you and Lycoming, as permitted by applicable law.

Lycoming reserves the right to deny any warranty claim if it reasonably determines that the engine or part has been

subject to accident or used, adjusted, altered, handled, rhaintained or stored other than as directed in your operator’smanual, or if non-genuine Lycoming parts are installed in or on the engine and are determined to be a possible cause

of the incident for which the warranty application is filed.

Lycoming may change the construction of engines at any time without incurring any obligation to incorporate such’

alterations in engines or parts previously sold.

*Excludes 0-235 series cylinders that have the same warranty as the engine.

ci~QccQv d3~r rq~L)Ob 41~k ´•IO~QY

riMIC~ r(g*e~ C~Oh~eP)CYI~ l~*eP ~*P)F L~Oh~Oh (O´•e~h

THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTH~R WARRANTIES AND

H REPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHEd WRITTEN OR ORAL,INCLUDING BUT NOT LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR ANY

PARTICULAR PURPOSE, AND ANY IMPLIED WARRANTY ARISING FROM ANY i3O11RSE OF

PERFORMANCE OR DEALING OR TRADE USAGE. THIS WARRANTY IS ALSO 1N LIEU OF ANY OTHER

OBLIGATION, LIABILITY, RIGHT OR CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING

BIN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CdNTRACT OR ALLEGED

NEGLIGENCE, SHALL LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR ANY OTHER

1DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR REVENUES, LOSS OF USE OF

THE ENGINE OR COST OF A REPLACEMENT.

No agreement varying this warranty or Lycoming’s obligations under it will be binding upon Lycoming unless, in

writing signed by a duly authorized representative of Lycoming.

s

LlycominSI En~nes 1Effective March 2002 Revision "K"

652 Oliver Street

Willia47sport, Pennsylvania17701

(570) 323-6181

www. lycoming. fextron. com

1

~bCI~V JawQv

LYCOMING OPERATOR’S MANUAL

ATTENTION

OWNERS, OPERATORS, AND MAINTENANCE PERSONNEL

This operator’s manual contains a description of the engine, its specifications, and detailed information on

how to operate and maintain it. Such maintenance procedures that may be required in conjunction with

periodic inspections are also included. This manual is intended for use by owners, ijilots and maintenance

personnel responsible for care of Lycoming powered aircraft. Modific~itions and repair procedures are

contained in Lycoming overhaul manuals; maintenance personnel should refer to these for such procedures.

SAFETY WARNING

NEGLECTING TO FOLLOW THE OPERATING INSTRUCTIONS AND TO CARRY OUT PERIODIC

U4INTENANCE PROCEDURES CAN RESULT IN POOR ENGINE PERFORU4NCE AND POWER

LOSS. ALSO, IF POWER AND SPEED LIMITATIONS SPECIFIED IN THIS MANUAL ARE EXCEEDED,FOR ANY REASON; DAMAGE TO THE ENGINE AND PERSONAL INJURY CAN HAPPEN. CONSULT

YOUR LOCAL FAA APPROVED M4INTENANCE FACILITY:

SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS

Although the information contained in this manual is up-to-date at time of publication, users are urged to

keep abreast of later information through Lycoming Service Bulletins, Instructions and Service Letters

which are available from all Lycoming distributors or from the factory by subscription. Consult’ the latest

revision of Service Letter No. LZ 14 for subscription information.

SPECLQL NOTE

The illustrations, pictures and drawings shown in this publication are typical of the subject matter theyportray; in no instance are they to be interpreted as examples of any speciJic engine, equipment or partthereo~


IMPORTANT SAFETY NOTICE

Proper service and repair is essential to increase the safe, reliable operation of all aircraft engines. The

service procedures recommended by Lycoming are effective methods for performing service operations.Some of these operations require the use of tools specially designed for the task. These special tools must be

used when and as recommended.

It is important to note that most Lycoming publications contain various Watnings and Cautions which

must be carefully read in order to minimize the risk of personal injury or t~e use of improper service

methods that may damage the engine or render it unsafe.

It is also important to understand that these Warnings and Cautions are not alllinclusive. Lycoming could

not possibly know, evaluate or advise the service trade of all conceivable ways,in which service might be

done or of the possible hazardous consequences that may be involved. Accordingly, anyone who uses a

service procedure must first satisfy themselves thoroughly that neither their safetl nor aircraft safety will be

jeopardized by the service procedure they select.


TABLE OF CONTENTS

Page

1-1SECTION 1 DESCRIPTION

2-1SECTION 2 SPECIFICATIONS

SECTION 3 OPERATING INSTRUCTIONS 3-1

4-1SECTION 4 PERIODIC INSPECTIONS

SECTION 5 MAINTENANCE PROCEDURES 5-1

6-1SECTION 6 TROUBLE-SHOOTING

SECTION 7 INSTALLATION AND STORAGE 7-1

SECTION 8 TABLES 8-1

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Figure i. 3/4 Right Side View IO-360-AIA p

ORIGINAL

As Received ByATP

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m Oa 3:

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Figure 2. 3/4 Left Rear View TIO-360-A1B Z r

ORIGINALAs Received By

ATP


SECTION P

DESCRIPTION

Page

General´•´•´•´•´•´•´•´•´•´•´•´•´•´•............................................................................................................................................ 1-1

Cylinders .........................................................................................................................i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•1-1

Valve Operating Mechanism 1-1

Crankcase 1-1

Crankshaft 1-1

Connecting Rods 1-2

Pistons 1-2

AeEessoly Housiag 1-2

Oil Sump 1-2

Cooling System 1-2

Induction System.......................................................................................................................................... 1-2

Lubrication System...................................................................................................................................... 1-3

Priming System 9-3

Ignition System............................................................................................................................................. 1-3

Counterweight System 1-3

Model Application Table............................................................................................................................. 13

LYCOMING OPERATOR’S MANUAL SECTION 1

0-360 AND ASSOCIATED MODELS DESCRIPTION

SECTION 1

DESCRIPTION

The O. HO, IO, AIO, HIO, LIO and TIG-360 series are four cylinder, direct drive, horizontally opposed,air-cooled engines.

In referring to the location of the various engine components, the parts are described as installed in the

airframe. Thus, the power take-off end is the front and the accessory drive end the rear. The sump section is

the bottom and the opposite side of the engine where the shroud tubes are located the top. Reference to the

left and right side is made with the observer facing the rear of the engine. The cylinders are numbered from

front to rear, odd numbers on theright. The direction of rotation of the crankshaft, viewed from the rear, is

clockwise. Rotation for accessory drives is determined with the observer facing the drive pad.

NOTE

The letter "L in the modelprefix denotes the reverse rotation of the basic model. Example:model IO-360-C has clockwise rotation of the Therefore, LIO-360-C has

counterclockwise rotation of the crankshaft. Likewise, the rotation of the accessory drives ofthe LIO-360-C is opposite those ofthe basic model as listed in Section 2 ofthis manual.

The letter "D used as the 4’h or S’h character in the model suffix denotes that the particularmodel employs dual magnetos housed in a single housing. Example. All informationpertinent to the O-360-AIF6 will apply to the O-360-A1F6D.

Operational aspects ofengines are the same andperformance curves and speciJicationsforthe basic model will apply.

Cylinders The cylinders are of conventional air-cooled construction with the two major parts, head and

barrel, screwed and shrunk together. The heads are made from an aluminum alloy casting with a fullymachined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with

housings to form the rocker boxes. The cylinder barrels have deep integral cooling fins and the inside of the

barrels are ground and honed to a specified finish.

Valve Operating Mechanism A conventional type camshaft is located above and parallel to the crankshaft.

The camshaft actuates hydraulic tappets, which operate the valves through push rods and valve rockers. The

valve rockers are supported on full floating steel shafts. The valve springs bear against hardened steel seats

and are retained on the valve stems by means of split keys.

Crankcase The crankcase assembly consists of two reinforced aluminum alloy castings, fastened togetherby means of studs, bolts and nuts. The mating surfaces of the two castings are joined without the use of a

gasket, and the main bearing bores are machined for use of precision type main bearing inserts.

Cranlishaft The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journalsurfaces are nitrided.

1-1

SECTION 1 LYCOMING OPERATOR’S MANUAL

DESCRIPTION 0-360 AND ASSOCIATED MODELS

Connecting Rods The connecting rods are made in the form of "H" sections from alloy steel forgings.They have replaceable bearing inserts in the crankshaft ends and bronze bushin~s in the piston ends. Two

bolts and nuts through each cap retain the bearing caps on the crankshaft ends.

Pistons The pistons are machined from an aluminum alloy. The piston pin is of a full floating type with a

plug located in each end of the pin. Depending on the cylinder assembly, pistons may be machined for either

three or four rings and may employ either half wedge or full wedge rings. Consult the latest revision´•of

Service Instruction no. 1037 for proper piston and ring combinations.

Accessory Housing The accessory housing is made from an aluminum casting and is fastened to the rear of

the crankcase and the top rear of the sump. If forms a housing for the oil pump and the various accessorydrives.

Oil Sump (Except AIO Series) The sump incorporates an oil drain plug, oil suction screen, mounting padfor carb~iretor or fUel injector, the intake riser and intake pipe connections.

Crankcase Covers (AIO Series) Crankcase covers are employed on the top and bottom of the engine.These covers incorporate oil suction screens, oil scavenge line connections. The top cover incorporates a

connection for a breather line and the lower cover a connection for an oil suction line.

Cooling System These engines are designed to be cooled by air pressure. Baffles are provided to build up a

pressure and force the air through the cylinder fins. The air is then exhausted to the atmosphere through gillsor augmentor tubes usually located at the rear of the cowling.

Induction System Lycoming 0-360 and MO-360 series engines are equipped iyith either a float type or

pressure type carburetor. See Table 1 for model application. Particularly good distribution of the fuel-air

mixture to each cylinder is obtained through the center zone induction system, which is integral with the oil

sump and is submerged in oil, insuring a more uniform vaporization of fuel and aiding in cooling the oil in

the sump. From the riser the fuel-air mixture is distributed to each’cylinder by individual intake pipes.

Lycoming 10-360, AIO-360, HIO-360 and TIG-360 series engines are equippeh with a Bendix type RSA

fuel injector, with the exception of model 1O-360-B1A that is equipped with a Simmonds type 530 fUel

injector. (See Table 1 of model application.) The fuel injection system schedules fuel flow in proportion to

air flow and fuel vaporization takes place at the intake ports. A turbocharger is mounted as an integral partof the TIG-360 series engines. Automatic waste gate control of the turbocharger provides constant air

density to the fuel injector inlet from sea level to critical altitude.

A brief description of the carburetors and fuel injectors follows:

The Marvel-Schebler MA-4-5 and HA-6 carburetors are of the single barrel ?oat type equipped with a

manual mixture control and an idle cut-off.

The Marvel-Schebler MA-4-5AA carburetor is of the single barrel float type with automatic pressurealtitude mixture control. This carburetor is equipped with idle cut-off but does not have a manual mixture

control.

The Bendix-Stromberg PSH-SBD is a pressure operated, single barrel horizontal carburetor, incorporatingan airflow operated power enrichment valve and an automatic mixture control ui~it. It is equipped with an

idle cut-off and a manual mixture control. The AMC unit works independently of, and in parallel with, the

manual mixture control.

1-2


0-360 Al\jD ASSOCIATED MODELS DESCRIPTION

The Bendix RSA type fuel injection system is based on the principle of measuring air flow and using the

air flow signal in a stem type regulator to convert the air force into a fuel force. This fuel force (fuelpressure differential) when applied across the fuel metering section (jetting system) makes fuel flow

proportional to airflow.

The Simmonds type 530 is a continuous flow fuel injection system. This continuous flow system has three

separate components:

1. Afuelpumpassembly.2. Athrottlebody assembly.3. Fourfuel flownozzles.

This system is throttle actuated. Fuel is injected into the engine intake valve ports by the nozzles. The

system continuously delivers metered fuel to each intake valve port in response to throttle position, enginespeed and mixture control position. Complete flexibility of operation is provided by the manual mixture

control, which permits the adjustment of the amount of injected fuel to suit all operating conditions. Movingthe mixture control to "Idle Cut-Off’ results in a complete cut-offof fuel to theengine.

Lubrication System (All models except AIO-360 series). An impeller type pump contained within the

accessory housing actuates the 111 pressure wet sump lubrication system.

AIO-360 Series The AIO-360 series is designed for aerobatic flying and is of the dry sump type. A double

scavenge pump is installed on the accessory housing.

Priming System.- Provision for a primer system is provided on all engines employing a carburetor. Fuel

injected engines do not require a priming system.

Ignition System Dual ignition is furnished by two Bendix magnetos. Consult Table 1 for model

application.

Counterweight System Models designated by the numeral 6 in the suffix of the model number (Example:O-360-A1G6) are equipped with crankshafts with pendulum type counterweights attached.

TABLE 1

MODEL APPLICATION

Model Left" Right’" Carburetor

0-360

-AIA, -A2A, -A3A, -A4A S4LN-21 S4LN-20 MA-4-5

-A1C, -C2D S4LN-200 S4LN-204 PSH-SBD

-A1D, -A2D, -A3D, -A4D, -A2E S4LN-200 S4LN-204 MA-4-5

-A1F, -A2F, -A1F6~ S4LN-1227 S4LN-1209 MA-4-5

-A1G, -A2G, -A4G, -A1G6 S4LN-1227 S4LN-I 209 HA-6

-A1H, -A2H, -A4J S4LN-21 S4LN-204 HA-6

-A1H6 4273 4270 HA-6

-A1P, -A4P, -B2C, -C4P 4373 4370 MA-4-5

-A4K,-CIF,-C4F 4371 4370 HA-6

-A4M 4371. 4370 MA-4-5

Models with counterclockwise rotation employ S4RN series.

See latest revision of Service Instruction No. 1443 for alternate magnetos.

1-3


DESCRIPTION 0-360 AND ASSOCIATED MODELS

TABLE 1(CONT.)

MODEL APPLICATION

Model Left** Right* I Carburetor

0-360 (Cont.)

-A4N 4251 4251 1 MA-4-5

-B1A, -B2A, -CIA, -CIG, -C2A S4LN-21 S4LN-20 I MA-4-5

-BIB; -B2B, -C1C, -C2C S4LN-200 S4LN-204 I MA-4-5

-CIE, -C2E, -A4M 4051 4050 1 MA-4-5

-C2B S4LN-21 S4LN-20 I PSH-SBD

-D1A, -D2A I S4LN-21 S4LN-20 I I MA-4-5

-D2B S4LN-200 S4LN-204 I MA-4-5

-F1A6 4191 4191 1 HA-6

-G1A6 1 4251 4251 1 HA-6

-J2A 4347 4370 1 MA-4SPA

0-360 Dual Ma~neto

-AIAD, -A3AD, -ASAD I D4LN-3021 MA-4-5

-AIF6D, -AILD I D4LN-3021 I MA-4-5

-A 1 G6D D4LN-3021 I HA-6

MO-360

-A1A S4LN-200 S4LN-204 MA-4-5AA

-B1A S4LN-200 S4LN-204 I PSH-SBD

-B1B I S4LN-200 S4LN-200 PSH-SBD

-C1A 4347 4370 1 HA-6

HIO-360 Fuel Iniector

-AIA, -BIA, -B1B S4LN-200 S4LN-200 i I RSA-SAB 1

-AIB, -CIA S4LN-200 S4LN-204 RSA-SADI

-CIB S4LN-1 208 S4LN-I 209 1 RSA-SAD 1

-D1A S4LN-1208 S4LN-1208I

I RSA-7AAI

-GIA 4347 4370 1 RSA-SAD 1

HIO-360 Dual Marzneto

-E1AD D4LN-3021 I RSA-SAB1

-EIBD, -FIAD D4LN-3200 1 I RSA-SAB1

10-360

-A1A, -A2A, -B1B, -B 1C S4LN-200 S4LN-204 I RSA-SAD 1

-AIB, -A2B, -A1B6 S4LN-1227 S4LN-1 209 1 RSA-SAD 1

-AIC,-A2C,-CIB S4LN-1208 S4LN-1209 RSA-SADI

-A1D6, -BIE, -BE S4LN-1227 S4LN-1209 RSA-SADI

-A3B6 4372 4370 RSA-SADI



1-4


0-360 AND ASSOCIATED MODELS DESCRIPTION

TABLE I(CONT.)

MODEL APPLICATION

Model Left"" Right"" Fuel Iniector

10-360 (Cont.)

-B1A S4LN-200 S4LN´•204 530

-B1D, -C 1A I S4LN-200 S4LN-204 RSA-SADI

-BIF, -B2F, -B2F6 S4LN-I 227 S4LN-I 227 RSA-SADI

-B4A, -K2A S4LN-21 S4LN-20 RSA-SADI

-CIC,-C1C6,-C1D6 S4LN-1227 S4LN-1209 RSA-SADI

-C 1 E6, -C 1 F, -F 1A S4LN-1227 S4LN-1209 I RSA-SADI

-D1A, -EIA S4LN-1208 S4LN-I 209 RSA-SADI

-A1D S4LN-21 S4LN-204 RSA-SADI

-L2A 1 4371 4371 RSA-SADI

-M 1B, -B 1G6 4371 4370 RSA-SADI

-C1G6 4345 4345 RSA-SADI

10-360 Dual Ma~neto

-A 1 B6D, -A3B6D, -J 1 AD, -J 1 A6D D4LN-3021 RSA-SADI

-A 1 D6D, -A3D6D D4LN-3000 RSA-SADI

AIO-360

-A 1 A, -A2A S4LN-I 208 S4LN-1209 RSA-5ADI

-A 1 B, -A2B, -BIB S4LN-1227 S4LN-1209 RSA-SADI

TIG-360

-A 1A, -A 1B, -A3B6 I S4LN-1208 S4LN-1209 RSA´•SADI

TIG-360 Dual Maaneto

-C 1 A6D D4LN-3021 RSA-SADI



For information pertaining to engine model (L)IO-360-M1A, refer to Operation and Installation

Manual P/N 60297-36

Engine models with letter "D" as 4’h or 5’" character in suffix denotes dual magnetos in single housing.Basic models employing -21 or -1227 (impulse coupling magnetos) use D´•ILN or D4RN-3021. Basic

models employing -200 and -1208 (retard breaker magnetos) use D4LN or D4RN-3000. Example Basic

model IO-360-C1C uses S4LN-1227 and S4LN-1209, therefore model 1O-360-C1CD would employD4LN-3021.

Revised March 2009 1-5


SECTION 2

SPECIFICATIONS

Page

Specifications

0-360-A) -C, -F´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•.´•´•..................´•´•´•´•.´•´•´•´•´•´•´• 2-1

0-360-B) -D´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•..´•´•´•´•.´•´•´•.......´•´•.´•.......´•.´•´•´•´•´•´•´•´•.....................´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•.´•´•.´•´•´•´•.´•´•´•..´•................´•. 2-1

0-360-52A´•´•´•´•´•´•´•´•´•´•´•´•.................´•´•´•.´•´•.´•´•..´•.´•´•´•´•´•.´•.´•´•´•´•.´•..´•´•.´•´•....´•.´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•..´•.....´•.....´•.....´•´•...............´•..´•.´•´•´•´•´•´•´•´•´• 2-1

HO-360-A) -C 2-2

HO-360-B´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•...´•´•´•´•´•...´•..´•.´•..´•´•´•´•.´•´•´•´•´•´•´•´•.´•.´•´•´•´•´•´•´•..´•..´•´•´•´•´•´•´•´•´•.´•..´•´•´•´•´•´•´•´•´•´•´•´•´•...´•´•´•´•´•.´•´•´•´•..´•.´•´•´•.´•´•.;´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• 2-2

IO-360-L2A 2-2

(IO-360-B1G6,*,-M1B 2-3

IO-360-A, -C, -D, -J, -K............................................................................................................................ 2-3

IO-360-B, -E, -F 2-4

AIO-360-A, -B 2-4

HIO-360-A, -B 2-4

HIO-360-C 2-5

HIO-360-D 2-5

HIO-360-E 2-5

HIO-360-F1AD.......................................................................................................................................... 2-6

HIO-360-G1A............................................................................................................................................ 2-6

TIG-360-A 2-6

TIO-360-C 2-7

Accessory Drives 2-7

Detail Weights 2-7

Dimensions 2-9

For information pertaining to engine model (L)IO-360-M1A, refer to Operation and Installation

Manual P/N 60297-36.

Revised March 2009


0-360 AND ASSOCIATED MODELS SPECIFICATIONS

SECTION 2

SPECIFICATIONS

0-360-A, -C, -F Series*

FAA Type Certificate....................................................................................................................................286

Rated horsepower...........................................................................................................................................180Rated speed, RPM...................................................................................................;....................................2700

Bore, inches.................................................................................................................................................5.125

Stroke, inches...........................................................................................4.375

Displacement, cubic inches.........................................................................................................................361.0

Compression ratio 8.5:1

Firing order......~.......................................................................................................................................1-3-2-4

Spark occurs, degrees ETC..............................................................................................................................25

Valve rocker clearance (hydraulic tappets collapsed) .028-.080

Propeller drive ratio I-1

Propeller driven rotation (viewed from rear) ..........................................................;...........................Clockwise

0-360-C2D only. Take-offrating 180 HP 2900 RPM and 28 in. hg.

0-360-B, -D Series

FAA Type Certificate....................................................................................................................................286

Rated horsepower...........................................................................................................................,...............168Rated speed, RPM........................................................................................................................................2700

Bore, inches.................................................................................................................................................5.125

Stroke, inches..............................................................................................................................................4.375

Displacement, cubic inches.........................................................................................................;...............36 1.0


Firing order 1-3-2-4



Propeller drive ratio 1:1

Propeller driven rotation (viewed from rear) ......................................................................................Clockwise

0-360-52A

FAA Type Certificate...........:........................................................................................................................286

Rated horsepower...........................................................................................................................................145Rated speed, ’RPM.............................;......................................................................................... 2400 thru 2700

Bore, inches.................................................................................................................................................5.125

Stroke, inches................................................................................,.............................................................4.375

Displacement, cubic inches............................;............................................................................................361.0


Firing order..............................................................................................................................................1-3-2-4





2-1


SPECIFICATIONS 0-360 AND ASSOCIATED MODELS

SPECIFICATIONS (CONT.)

HO-360-A, -C

FAA Type Certificate...............................................................................................;.....................................286

Rated horsepower...........................................................................................................................................180Rated speed, RPM...................................t....................................................................................................2700

Bore, inches.................................................................................................................................................5.125

Stroke, inches..............................................................................................................................................4.375

Displacement, cubic inches................................................................................................;........................361.0


Firing order..............................................................................................................................................1-3-2-4

Spark´• occurs, degrees ETC ...i..................................... ............................25



Propeller driven rotation (viewed from rear).......... ..................................................:.........................Clockwise

HO-360-B Series

FAA Type Certificate..............................................................................................................1.....................286

Rated horsepower.;.........................................................................................................................................180Rated speed, RPM........................................................................................................................................2900

Bore, inches...........;...................................................................................................:.................................5.125

Stroke, inches............................................................................................................i.................................4.375

Displacement, cubic inches.......................................................................................:.................................361.0






Propeller driven rotation (viewed from rear) .......................................................................,..............Clockwise

IO-360-L2A*

FAA Type Certificate 1E10

Rated horsepower...........................................................................................................................................160Rated speed, RPM........................................................................................................................................2400

Bore, inches...............................................................................................................1.................................5.125

Stroke, inches...............................4.375



Firing.order 1-3-2-4




Propeller driven rotation (viewed ~om rear)............................................................:.........................Clockwise OThis engine has an alternate rating of 180 HP at 2700 RPM.

2-2



SPECIFICATIONS (~ONT.)

IIO-360-B1G6,~.-M1BIFAA Type Certificate 1E10

Rated horsepower 180

Rated speed, RPM 2700

Bore, inches 5. 125

Stroke, inches..............................................................................................................................................4.375

Displacement, cubic inches 361.0

Compression ratio;......................................................................................................................:................8.5:1


Spark occurs, degrees ETC ..............i............................................................................;.................................25



Propeller driven rotation (viewed from rear)..........................................................................:.......~... Clockwise

I For information pertaining to engine model (L)IO-360-M1A, refer to Operation and InstallationManualP/N60297-36.

This engine has an alternate rating of 160 HP at 2400 RPM.

IO-360-A, -C, -D, -J, -K Series



Rated speed, RPM 2700’

Bore, inches..........................................................................................1.....................................................

5;125

Stroke, inches.........................´•............:........................................................................................................ 4:375

Displacement, cubic inches........................................................................................................................361

.0

Compression ratio...............................................................,.......................................................1................8.7:1

Firing order......................’....................................................................-...............................:..................... 1-3-2-4

Spark occurs, degrees ETC.........................................................................................................................25**



Propeller driven rotation (viewed from rear)..................,................................................................... Clockwise

NOTE**

On the following model engines, the magneto spark occurs at 20" ETC. Consult nameplatebefore timing magnetos.

Models Serial No.

IO-360-A Series (Except -A 1B6D) L-14436-51 and up

IO-360-C, -D Series (Except -CIC, -C1F, -CIC6, -C1D6) L-14436-51 and up

IO-360-CIC, -CIF L-13150-51 and up10-360-C 1 D6 L- 1 4446-5 1 and upLIO-360-C 1E6 L-1064-67 and upAIO-360-A 1A, -AIB, -BIB L-220-63 and up

HIO-360-C1A, -CIB L-14436151 and upIO-360-C 1 C6 All EnginesIO-360-C 1G6 All EnginesIO-360-51AD, -K2A All Engines





1O-360-B, -E, -F Series*

FAA Type Certificate...........................,....................................................................1................................

1E10



Bore, inches 5.125

Stroke, inches....................................................................................................................................;.........4.375

Displacement, cubic inches ................-........................................................................................................361.0



Spark occurs, degrees ETC 25


Propeller drive ratio....................................................................................................i.........:..........................

1:1

Propeller driven rotation (viewed from rear)..............................................................;........................ Clockwise

IO-360-B 1C only is rated at 177 HP.

AIO-360-A, -B Series



Rated speed, RPM..............................................................................................................................;........2700

Bore, inches 5. 125

Stroke, inches..............................................................................................................:................................4.375


Compression ratio...................................................;..................................:................’.................................8.7:

1


Spark occurs, degrees ETC 25**


Propeller drive ratio I:1

Propeller driven rotation (viewed from rear).............................................................,........................ Clockwise

See Note Page 2-3.

HIO-360-A, -B Series


Rated horsepower 180"


Bore, inches 5. 125

Stroke, inches................................................................................................................;.............................4,375


Compression ratio, -A series......................................................................................,.................................8.7:1

Compression ratio, -B series................................8.5:1"""""""""""""""""""""""""""""""""""""""""""’1’


Spark occurs, degrees ETC


Propeller drive ratio....................................................................................................1..;.............;...................

1:1

Propeller driven rotation (viewed from rear)...................................................................................... Clockwise

HIO-360-A has a rating of 180 HP at 26.1 Hg. manifold at standard sea level conditions to 3900 feet

standard altitude with 25 in. Hg. manifold pressure.

2-4




HIO-360-C Series



Bore, inches........................................,.....................................................................;.......;..........................5.125

Stroke, inches..............................................................................................................................................4.375



Firing order..............................................................................................................................................1-3-2-4

Spark occurs, degrees BTC............................................................................................................;.............25**

Valve rocker clearance Olydraulic tappets collapsed) .028-.080


Propeller driven rotation (viewed from rear) .......;..............................;...............................................Clockwise

See Note Page 2-3.

HIO-360-D Series


Rated horsepower...........................................................................................................................................190Rated speed, RPM.....................................................,..;...............................................................................3200

Bore, inches.................................................................................................................................................5.125

Stroke, inches..............................................................................................................................................4.375

Displacement, cubic inches.....................................................................................................,.............;.....361.0



Spark occurs, degrees ETC........................................................................................20

Valve rocker clearance (hydraulic tappets collapsed) ".028-.080



Consult Service Bulletin No. 402 for valve rocker clearance of HIO-360-D 1A.

HIO-360-E Series*



Bore, inches.................................................................................................................................................5.125

Stroke, inches..............................................................................4.375

Displacement, cubic inches............;............................................................................................................361.0



Spark occurs, degrees ETC...........................................................................................20

Valve rocker clearance (hydraulic tappe’ts collapsed) .028-.080


O Propeller driven rotation (viewed fmm rear) ......................:........................................._.....................Clockwise

HIO-360-E has a rating of205 HP at 2900 RPM and 36.5 in. Hg. manifold pressure when equipped with

turbocharger kit SK-28-121000 or equivalent.2-5

SECTION 2 LYCOMINC OPERATOR’S MANUAL


SPECIFICATION‘S (CONT.)

HIO-360-F1AD Series

FAA Type Certificate......................................................................................i.....:.:..................................

1E10

Rated horsepower.........................................................................................................................1.....´•.´•..´•´•.....190Rated speed, RPM..........................................................................´•´•´•´•´•´•.´•´•.......´•´•´•´•´•´•´•´•´•´•........´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•....3050

Bore, inches.........................................................................................................´•............´•´•´•.´•´•.´•´•´•........´•´•´•´•´•´•´•´•´•5.125

Stroke, inches........ ............;...´•´•´•...´•........´•´•´•´•´•´•´•´•´•4.375

Displacement, cubic inches.................................................................~........:..................................36

1.0

Compression ratio........................................................................´•´•´•´•´•´•´•´•´•´•´•.......´•´•´•i.........................................

8.0:1

Firing order........................................................................´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•;´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•1-3-2-4

Spark occurs, degrees BTC....................................................................................´•.:.......´•´•´•´•´•´•´•´•´•´•........´•´•´•´•´•´•´•´•´•´•´•´•´•´•20

Valve rocker clearance (hydraulic tappets collapsed) .............................................1...............:............028-.080


Propeller driven rotation (viewed from rear) ..´•´•´•´•´•´•´•´•1.........Clockwise

HIO-360-G1A


Rated horsepower..... ´•i.............180

Rated speed, RPM............................................´•´•........´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•....2700

Bore, inches................................................................´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•;´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•5´•125

Stroke, inches........... ........._,_

..........4.375

Displacement, cubic inches...................................................´•...´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•361 .O

Compression ratio 8´•5:1


Spark occurs, degrees ETC................ ...........,.25



Propeller drive rotation (viewed from rear) ............................................................´•........´•´•´•´•´•´•´•´•´•´•..´•.´•´•´•´•´•Clockwise

TIG-360-A Series

FAA Type Certificate ´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•E 16EA

Rated horsepower........................................´•´•´•´•´•´•´•´•......´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•;´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•200Rated speed, RPM......................................................................´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•2575

Bore, inches..............................................´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•5´•125

Stroke, inches ´•´•´•´•´•´•´•....4.375

Displacement, cubic inches. .´•´•´•.1...... ´•´•´•´•´•´•´•....361.0

Compression ratio 7´•3:1

Firing order.................................................´•..´•´•´•´•´•.......´•´•´•´•´•´•´•-´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•1-3-2-4

Spark occurs, degrees ETC............... ´•´•´•´•´•´•´•´•´•´•´•i.. ...........,.20



Propeller dnven rotation (viewed from rear).....................--´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•---------´•´•´•´•´•´•-´•Clockwise O

2-6

o

Q

o

LYCOMING OPERATOR'S MANUAL 0-360 AND ASSOCIATED MODELS

TIO-360-C Series

SECTlONZ SPECIFICATIONS

FAA Type Certificate ............................................................................................................................... E 16EA Rated horsepower ................................................................................................................ ; ......................... 210 Rated speed, RPM ....................................................................................................................................... 2515 Bore, inches ................................................................................................................................................ S .125 Stroke, inches ................................ ~ ............................................................................................................. 4.375 Displacement, cubic inches ........................................................................................................................ 361.0 Compression ratio ........................................................................................................................................ 7.3: 1 Firing order .............................................................................................................................................. 1-3-2-4 Spark occurs, degrees BTC ............................................................................................................................. 20 Valve rocker clearance (hydraulic tappets colhipsed) .......................................................................... 028-.080 Propeller drive ratio ........................................................................................................................................ 1 : 1 Propeller driven rotation (viewed from rear) ...................................................................................... Clockwise

* Accessory Drive Drive Ratio **Direction of Rotation

Starter 16.556:1 Counterclockwise Generator 1.910:1 Clockwise Generator 2.500:1 Clockwise Alternator*** 3.20:1 Clockwise Tachometer 0.500:1 Clockwise . Magneto 1.000:1 Clockwise Vacuum Pump 1.300:1 Counterclockwise Propeller Governor (Rear Mounted) 0.866:1 Clockwise Propeller Governor (Front Mounted) 0.895:1 Clockwise Fuel Pump AN2001 0 0.866:1 Counterclockwise Fuel Pump AN20003 t 1.000:1 Counterclockwise Fuel Pump - Plunger Operated Dual Drives 0.500:1 Vacuum - Hydraulic Pump 1.300:1 Counterclockwise Vacuum - Prop. Governor 1.300:1 I Clockwise

*- When applicable. ** - Viewed facing drive pad.

*** - HIO-360-DIA - Alternator drive is 2.50: 1. t - TIO-360-CIA6D, HIO-360-E, -F have clockwise fuel pump drive.

NOTE

Engines with letter "L" in prefIX will have opposite rotation to the above.

DETAIL WEIGHTS

1. ENGINE, STANDARD, DRY WEIGHT.

Includes carburetor or fuel injector, magnetos, spark plugs, ignition harness, intercylinder baffles, tachometer drive, starter and generator or alternator drive, starter and generator or alternator with mounting bracket. Turbocharged models include turbocharger, mounting bracket, exhaust manifold, controls, oi1lines and baffles.

60297-12-5 - Revised December 2009 2-7

SECTION 1 SPECIFICATIONS

LYCOMING OPERATOR'S MANUAL 0-360 AND ASSOCIATED MODELS

DETAIL WEIGHTS (CONT.)

Model Lbs.

0-360 Series -C4P· ..................................................................................................................................... 275 -D2A ...................................................................................................................................... 282 -B2A, -B2C ............................................................... _ ........................................................... 284 -c 1 E, -C2E ............................................................................................................................ 285 -AIAD, -A3AD, -CIF, -C2D ................................................................................................ 288 -AIC, -AID, -A2D, -A3D, -C2B, -C2C, -J2A .................................................... ; ................. 289 -AlA, -A2A, -A3A, -AILD, -CIA, -C2A ........................................................... ~ ................. 290 -A2F ........................................................................................................................... ~ ........ ,. ..... 291 -AlP, -CIO ............................................................................................................................... , .. 292 -AIO, -A20 .............................................................................................................. : ............ 293 -AIH ................. , ..................................... ' .................................................................... ; .......... 294 -A4M, -A4P, -AIF6D, -C4F ..... ; ............................................................................................ 295 -A4K, -A4N, -ASAD .............................................................................. ~., ..................•.......... 296 -A4D, -AI06D ................................................................................ ; .................................•... 297 -A4A, -AIF6, -AIH6 ............................................................................................................. 298 -A4J, -AI06, -FIA6 .............................................................................................................. 300 -A4G ...................................................................................................................................... 301 -GIA6 .......................................................................................... !' ••••••••••••••••••••••••••••••••••••••••• 303

• - Weight does not include alternator.

HO-360Series -AlA .............................................................•...... ., ................................................................. 285 -BIA, -BIB, -CIA ............................................................... ; ............................................... '..288

10-360 Series -L2A ........................................................................................................... ; ........................... 278 -BIC ....................................................................................................................................... 289 -BIA ...................................................................... , ................................................................ 295 -B I E ....................................................................................................................................... 296 -BID ...................................................................................................................................... 297

I-BIB ....................................................................................................................................... 299 ., -M 1 B .................................................................................................................................. 300 -BIF, -B2F ............................................................................................................................. 301 -BI06 .................................................................................................................................... 305 -B4A ...... ; ............................................................................................................................... 307 -B2F6 ..................................................................................................................................... 308 -K2A ...................................................................... ~ ............................................................... 311 -AID6D, -A3D6D, -CIA ...................................................................................................... 319 -CIB ....................................................................................................................................... 320 . . -CIC, -DIA ........................................................................................................................... 322 -J I AD ..................................................................................................................................... 323

I• -For information pertaining to engine model (L)10-360-MIA, refer to Operation and Installation Manual PIN 60297-36. .

2-8 Revised March 2009

(

c



DETAIL WEIGHTS (CONT.)

Model Lbs.

10-360 Series (Cont.)

TAIA, -A2A, -~1F, -C 1 G6...............................;.................................................................,..324

-AIC, -A2A, -A1D.........................................................................;.............;......................325

-AIB, -A2B.................................................................326

-C1D6........................................................................................................;................,...........328

-C1C6....,.,...................................329

-A1B6D, -A3B6D, -J 1 A6D .......330

-A1B6, -A3B6 ...............333

-A 1 D6....................................................................................................................................335

-C 1 E6.....................................................................................................................................337

AIO-360 Series

-A1A, -A2A...........................................................................................................................331

-A1B, -A2B, -B 1B............................................................................................................,,...332

HIO-360 Series

-G1A........................................................................;.............................................................283

-B 1A, -B 1B ....290

-A 1A..........-.. .........,.311

-AIB.......................................................................................................................................312

-D 1 A, -EIAD, -EIBD.. .........,.321

-CIA...........................................................................................................................,...........322

-C1B.......................................................................................................................................323

-FIAD .........,.324

TIG-360 Series

-CIA6D ........379

-A1A, -AIB..... ........386

-A3B6.....................................................................................................................................407

DIMENSIONS, INCHES

MODEL HEIGHT WIDTH LENGTH

0-360 Series

-AIA, -A 1 P, -A2A 24.59 33.37 29.56

-AIC 19.68 33.37 30.67

-A 1 D, -A2D 24.59 33.37 29.81

-A 1 F, -A2F 24.59 33.37 30.70

-A 1 F6 24.59 33.37 30.70

-A 1 G, -A2G 19.22 33.37 31.82

-AIH,-A2H 19.22 33.37 31.82

2-9



DIMENSIONS, INCHES (CONT.)

MODEL HEIGHT WIDTH I LENGTH


-A1H6 19.33 33.38 1 31,81,-A3A, -A4A, -A4M, -A4P 1 24.59 33.37 i 1 29.56

-A3D, -A4D, -A2E 24.59 33.37 1 1 29.81

-A4G, -A4J, -A4K 19.22 1 33.37 1 1 31.82

-A I G6, -AIG6D, -CIF, -C4F 19.22 33.37 1 1 31.82

-A4N 1 24.59 33.37 i 1 29.05

-AIAD, -A3AD, -A5AD 24.59 33.37 1 31.33

-AI´•ASD, -A1F6D, -A1LD 1 24.59 1 33.37 i 1. 31.33

-BIA, -B2A, -B2C 24.68 33.37 i 1 29.56

-B 1 B, -B2B 24.68 33.37 i 1 29.81

-C1A, -C2A 1 24.72 33.37 1 1 29.56

-C1C, -C2C, -C4P 24.59 33.37 1 29.81

-C 1 E, -C2E 24.59 33.37 1 29.05

-C2B, -C2D 19.68 33.37 1 1 30.67

-CIG, -D 1 A, -D2A 1 24.59 1 33.37 1 29.56

-D2B 24.59 33.37 1 29.81

-J2A 22.99 32.24 1 1 -29.81

-F1A6 19.96 33.38 1 1 31.81

-G1A6 19.96 33.37 1 31.83

MO-360 Series

-A1A 24.59 33.37 1 29.81

-BIA, -B 1B 19.68 33.37 30.67

-CIA 1 19.22 33.37 1 1 31.82

20-360 Series

-AIA, -A2A, -A1D 1 19.35 34.25 i 1 29.81

-A1B, -A2B 19.35 34.25 1 1 30.70

-A1B6, -A3B6 1 19.35 34.25 i 1 30.70

-A1C, -A2C 19.35 34.25 1 29.30

-A 1 D6 19.35 1 34.25 i 1 30.70

-A1B6D, -A3B6D, -JIAD 19.35 34.25 1 1 31.33

-A 1D6D, -A3D6D 1 19.35 34.25 1 31.33

-BIA 1 22.47 33.37 1 32.81

-BIB, -BID, -L2A 24.84 33.37 1 1 29.81

-BIC 20.70 33.37 1 30.68

-BIE 20.70 33.37 1 32.09

-BIF, -B2F, -B2F6 24.84 33.37 i 1 30.70

-B4A 1 24.84 33.37 1 1 29.56

-C 1 A, -C 1B 19.48 34.25 1 31.14

-CIC, -C1C6 19.48 3;4.25 1 33.65

-C 1 E6, -C 1F 19.48 1 34.25 i 1 33.65

2-10



DIMENSIONS, INCHES’ (CONT.)

MODEL HEIGHT WIDTH LENGTH


-D1A, -C 1 D6, -C 1G6 19.48 34.25 31.14

-EIA, -F1A, -B1G6 20.70 33.37 32.09

-K2A 19.35 34.25 29.81

20.26 33.38 32.75

AIO-360 Series

-A1A, -A2A 20.76 34.25 30.08

-A 1 B, -A2B 20.76 34.25 30.08

-B 1B 20.76 34.25 30.08

HIO-360 Series

-AIA, -A1B 19.48 35.25 33.65

-B 1A 19.38 33.37 32.09

-BIB 19.38´• 33.37 30.68

-C 1A, -C 1B 19.48 34.25 31.14

-DIA 19.48 35.25 35.28

-G1A 19.68 33.37 31.81

-EIAD, -A 1 ED, -F 1AD 19.97 34.25 31.36

TIG-360 Series

-A1A 21.43 34.25 45 .41

-A1B, -A3B6 19.92 34.25 45 .41

-C1A6D 21.65 19.09 35.82

I For information pertaining to engine model (L)IO-360-M1A, refer to Operation and InstallationManualP/N60297-36.



SECTION 3

OPERATING INSTRUCTIONS

Page

Gene~´•81´•´•.´•´•´•´•´•´•´•´•´•´•............................................................................................................................................. 3-1

Prestarting Items of Maintenance 3-1

Starting Procedures 3-1

Cold Weather Starting 3-3

Ground Running and Warm-Up 3-3

GI´•OUdd Check 3-4

Operation in Flight 3-5

Engiae Flight Chart..............................................................................................0......................1...........

3-10

Operating Conditions 3-11

Shut Down Procedure................................................................................................................................ 3-16

Performance Curves 3-17


0-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

SECTION 3

OPERATING INSTRUCTIONS

I. GENERAL. Close adherence to these instructions will greatly contribute to long life, economy and

satisfactory operation ofthe engine.

NOTE

YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT APPEAR IN THE

FRONT OF THIS MANUAL REGARDING ENGINE SPEED, THE USE OF SPECIFIED

FUELS AND LUBRICANTS, REPAIR AND ALTERATIONS. PERHAPS NO -OTHER ITEM

OF ENGINE OPERATION AND MAINTENANCE CONTRIBUTES eUITE SO MUCH TO

SATISFACTORY PERFORMANCE AND LONG LIFE AS THE CONSTANT USE OF

CORRECT GRADES OF FUEL AND OIL, CORRECT ENGINE TIMING,AND FLYING

THE AIRCRAFT AT ALL TIMES WITHIN THE SPEED AND POWER RANGE SPECIFIED

FOR THE ENGINE. DO NOT FORGET Ttt4T VIOLATION OF THE OPERATION AND

MAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILL NOT ONLY VOID YOUR

WARRANTY BUT WILL SHORTEN THE LIFE OF YOUR ENGINE AFTER ITS WARRANTY

PERIOD HAS PASSED.

New engines have been carefully run-in by Lycoming and therefore, no further break-in is necessaryinsofar as operation is concerned; however, new or newly overhauled engines should be operated on straightmineral oil for a minimum of 50 hours or until oil consumption has stabilized. After this period, a change to

an approved additive oil may be made, if so desired.

NOTE

Cruising should be done at 65% to 75% power until a total of50 hours has accumulated or

oil consumption has stabilized. This is To ensure proper seating of the rings and is applicableto new engines, and engines in sewicefollowing cylinder replacement or top overhaul ofone

or more cylinders.

The minimum fuel octane rating is listed in the flight chart, Part 8 of this section. Under no circumstances

should fuel of a lower octane rating or automotive fuel (regardless of octane rating) be used.

2. PRESTARTING ITEMS OF MAINTENANCE. Before starting the aircraft engine for the first flight of the

day, there are several items of maintenance inspection that should be performed. These are described in

Section 4 under Daily Pre-Flight Inspection. They must be observed before the engine is started.

3. STARTING PROCEDURES. 0-360 HO-360, 10-360 AIO-360, HIO-360, TIG-360 Series.

The following starting procedures are recommended, however, the starting characteristics of variousinstallations will necessitate some variation from these procedures.

a. Engines Equipped with Float Type Carburetors.

(1) Perform pre-flight inspection.

3-1


OPERATING INSTRUCTIONS 0-360 AND ASSOCIATED MODELS

(2) Set carburetor heat control in "off" position.

(3) Set propeller governor control in "Full RPM" position (where applicable).

(4) Turn fuel valves "On".

(5) Move mixture control to "Full Rich".

(6) Turn on boost pump.

(7) Open throttle approximately ’/4 travel.

(8) Prime with 1 to 3 strokes of manual priming pump or activate electric primer for 1 or 2 seconds.

(9) Set magneto selector switch (consult airfkame manufacturer’s handbook for correct position).

(10) Engage starter.

(11) When engine fires, move the magneto switch to "Both".

(12) Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stopengine and determine trouble.

b. Engines Equipped with Pressure Carburetors or Be~dir Fuel Injectors.

(1) Perform pre-flight inspection.

(2) Set carburetor heat or alternate air control in "Off’ position.

(3) Set propeller governor control in "Full RPM" position (where applicable).

(4) Turn fuel valve "On".

(5) Turn boost pump "On".

(6) Open throttle wide open, move mixture control to "Full Rich" until a slight but steady fuel flow is

noted (approximately 3 to 5 seconds) then return throttle to "Closed" and return mixture control to

"Idle Cut-Off’.

(7) Turn boost pump "Off’.

(8) Open throttle ’/4 oftravel.

(9) Set magneto selector switch (consult aii´•frame manufacturer’s handbook for correct position).

(10) Engage starter.

3-2



0) (11)Move mixture crm~ol slowly and smoothly to "Full Rich".


c. Engines Equipped with Simmdnds Type 530 Fuel Injector.

(1) Performpre-flight inspection.

(2) Set alternate air control in "Off’ position.

(3) Set propeller governor control in "Full RPM" position.

(4) Turn fuel valve "On".

(5) Turnboostpump ’’On".

(6) Open throttle approximately ’/4 travel, move mixture control to "Full Rich" until a slight but

steady fuel flow is noted (approximately 3 to 5 seconds) then return throttle to "Closed" and

return mixture control to "Idle Cut-Off’.

(7) Turnboostpump"Off’.

(g) Open throttle ’/4 travel.

(9) Move combination magneto switch to "Start", using accelerator pump as a primer while crankingengine.

(10) When engine fires allow the switch to return to "Both".


4. COLD WEATHER STARTING. During extreme cold weather, it may be necessary to preheat the engineand oil before starting.

5. GROUND RUNNINGAND WARM~UP.

The engines covered in this manual are air-pressure cooled and depend on the forward speed of the aircraft

to maintain proper cooling. Particular care is necessary, therefore, when operating these engines on the

ground. To prevent overheating, it is recommended thiit the following precautions be observed.

NOTE

Any ground check that requires full throttle operation must be limited to three minutes, or

less if the cylinder head temperature should exceed the maximum as stated in this manual.

3-3



a. FixedWing

(1) Head the aircraft into the wind.

(2) Leave mixture in "Full Rich".

(3) Operate only with the propeller in minimum blade angle setting.

(4) Warm-up to approximately 1000-1200 RPM. ~void prolonged idling and do not exceed 2200

RPM on the ground.

(5) Engine is warm enough for take-off when the throttle can be opened without the engine faltering.I Take-off with a turbocharged engine must not be started if indicated lubricating oil pressure, due

to cold temperature is above maximum. Excessive oil pressure can cause overboost and

consequent engine damage.

b. Helicopter.

(1) Warm-up at approximately 2000 RPM with rotor engaged as directed in the airframe

manufacturer’s handbook.

6 GROUND CHECK.

a. Warm-up as directed above.

b. Check both oil pressure and oil temperature.

c. Leave mixture control in "Full Rich".

d. Fixed Wing Aircraft (where applicable). Move the propeller control through its complete range to

check operation and return to full low pitch position. Full feathering check (twin engine) on the

ground is not recommended but the feathering action can be checked by running the engine between

1 1000-1500 RPM, then momentarily pulling the propeller control into the feathering position. Do not

allow the RPM to drop more than 500 RPM.

I’A proper magneto check is important. Additional factors, other than the ignition system, affect

magneto drop-off. They are load-power output, propeller pitch, and mixture strength. The importantpoint is that the engine runs smoothly because magneto drop-off is affected by the variables listed

above. Make the magneto check in accordance with the following procedures.

(I) Fixed WingAircraft.

(a) (Controllable pitch propeller). With the propeller in minimum pitch angle, set the engine to

produce 50-65% power as indicated by the manifold pressure gage unless otherwise specifiedin the aircraft manufacturer’s manual. At these settings, the ignition system and spark plugsmust work harder because of the greater pressure within the cylinders. Under these conditions,ignition problems can occur. Magneto checks at low power settings will only indicate fuel/air

distribution quality.

3-4 Revised December 2007



(b) (Fixedpitch propeller). Aircraft that are equipped with fixed pitch propellers, or not equippedwith manifold pressure gage, may check magneto drop-off with engine operating at

approximately 1800 RPM (2000 RPM maximum).

(c) Switch from both magnetos to one and note drop-off; return to both until engine regains speedand switch to the other magneto and note drop-off, then return to both. Drop-off must not

exceed 175 RPM and must not exceed 50 RPM between magnetos. Smooth operation of the

engine but with a drop-off that exceeds the normal specification of 175 RPM is usually a signof propeller load condition at a rich mixture. Proceed to step e. (1) (d).

(d) If the RPM drop exceeds 175 RPM, slowly lean the mixture until the RPM peaks. Then retard

the throttle to the RPM specified in step e.(l)(a) or e.(l)(b) for the magneto check and repeatthe check. If the drop-off does not exceed 175 RPM, the difference between the magnetos does

not exceed 50 RPM, and the engine is running smoothly, then the ignition system is operatingproperly. Return the mixture to full rich.

(2) Helicopter.

Raise collective pitch stick to obtain 15 inches manifold pressure at 2000 RPM.

Switch from both magnetos to one and note drop-off; return to both until engine regains speedand switch to the other magneto and note drop-off. Drop-off must not exceed 200 RPM. Drop-offbetween magnetos must not exceed 50 RPM. A smooth drop-off past normal is usually a sign of a

too lean or too rich mixture.

f Donatoperateonasinglemagnetofortoolongaperiod;afewsecondsisusuallysufficienttocheckdrop-off and to minimize plug fouling.

7. OPERATIONINFLIGHT.

a. See airframe manufacturer’s instructions for’recommended power settings.

I‘Throttle movements from full power to idle or from idle to full power are full range movements. Full

range throttle movements must be performed over a minimum time duration of 2 to 3 seconds.

Performing a full range throttle movement at a rate of less than 2 seconds is considered a rapid or

instant movement. Performing rapid movements may result in detuned counterweights which maylead to failure of the counterweight lobes and subsequent engine damage.

c. Fuel Mixture Leaning Procedure.

Improper~ fuel/air mixture during flight is responsible for engine problems, particularly during take-

off and climb power settings. The procedures described in this manual provide proper fuel/air mixture

when leaning Lycoming engines; they have proven to be both economical and practical by eliminatingexcessive fuel consumption ~and reducing damaged parts replacement. It is therefore recommended

that operators of all Lycoming air~raft engines utilize the instructions in this publication any time the

fuel/air mixture is adjusted during flight.

Manual leaning may be monitored by exhaust gas temperature indication, fuel flow indication, and

by observation of engine speed and/or airspeed. However, whatever instruments are used in

monitoring the mixture, the following general rules must be observed by the operator of Lycomingaircraft engines.




GENERAL RULES

Never exceed the maximum red line cylinder head temperature limit.

For maximum sewice life, cylinder head temperatures should be maintained below 435"F (2240C) duringhigh performance cruise operation and beldw 400"F (205"C) for economy cruise powers.

Do not manually lean enginRs equipped with automatically controlledfuel system.

On engines with manual mixture control, maintain mixture control in "Fuul Rich "positionfor rated take-

of~ climb, and maximum cruise powers (above approximately 75~. However, during take-offfYom highelevation airport or during climb, roughness or loss ofpower may resultfrom over-richness. In such a case

adjust mixture control only enough to, obtain smooth operation notfor economy. Obsewe instrumentsfortemperature rise. Rough operation due to over-rich fuel/air mixture is most likely to be encountered in

carbureted engines at altitude above 5, 000feet.

Always return the mixture tofull rich before increasing power settings.

Operate the engine at maximum power mixture for performance cruise powers and at best economy

mixturefor economy cruise power; unless othenuise speciJied in the airplane owner ’s manual.

During letdownflight operations it may be necessary tc7 manually lean uncompensated carbureted orfuelinjected engines to obtain smooth operation.

On turbocharged engines never exceed 1650"F turbine inlet temperature (TIT).

i. LEANING TO EXHA UST GAS TEMPERATURE GAGE.

a. Normally aspirated engines withfuel injectors or uncompensated carburetors.

(I) Maximum Power Cruise (approximately 75% power) Never lean beyond 150"F on rich side of

peak EGT unless aircraf~ operator’s manual shows otherwise. Monitor cylinder head

temperatures

(2) Best Economy Cruise (approximately 75% power and below) Operate at peak EGT.

b. Turbocharged engines.

(I) Best Economy Cruise Lean to peak turbine inlet temperature (TIT) or 16500F, whichever

occurs first.

(2) Maximum Power Cruise The engine must always be operated on the rich side of peak EGT or

TIT. Before leaning to obtain maximum power mixture it is necessary to establish a reference

point. This is accomplished as follows:

(a) Establish a peak EGT or TIT for best economy operation at the highest economy cruise

power without exceeding 1650"F.

3-6

’LLCOMING´• OPERATOR’S MANUAL SECTION 3


BEST MAX

ECONOMY POWER

RANGE RANGEa

PLi MAX,

+10WD

I-´•;-:.. PEAK EGT OR TITTEMP,

O rr

a: o :;i;;

P5z

-100

o

9 -laa i- Ci4s Z

9I

L~ ’.IO

0~ 1

i-: -300p -20

CI

45 -301 100 -400

.´•.´•_i-i´•´•

95

LIPI: I I´•´• i:;

o~ 90

toWa

85I I

ii::w

;_

a I II:::::´•-~

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8

ou.

´•.´•I-~:--´• ’:18;:::::iil´•::~i;"c.l’fi

au,

~de:i* i9;it~ f;ii

TOO BEST MAX FULL RICH

LEAN ECONOMY POWER TAKE OFF

CRUISE CRUISE

LEAN MIXTURE RICH

Figure 3-1. Representative Effect of Fuel/Air Ratio on Cylinder Head

Temperature, Power and Specific Fuel Consumption at Constant RPM and

Manifold Pressure in Cruise Range Operation

ORIGSMAL 3-7

As Receiiared:&3y´•ATP



(b) Deduct 125"F from this temperature and thus establish the temperature reference point for

when operating at maximum power mixture.

(c) Return mixture control to full rich and adjust the RPM and manifold pressure for desired

performance cruise operation.

(d) Lean out mixture until EGT or TIT is the value established in step (b). This sets the mixture

at best power.

2. LEANING TO FLOWMETER.

Lean to applicable fuel-flow tables or lean to indicator marked for correct fuel flow for each power

setting.

3. LEANING WITI-I MANUAL MIXTURE CONTROL. (Economy cruise, 75% power or less, without

flowmeter or EGT gauge.)

a. Carbureted Engines.

(1) Slowly move mixture control from "Full Rich" position toward lean position.

(2) Continue leaning until engine roughness is noted.

(3) Enrich until engine runs smoothly and power is regained.

b Fuel Injected Engines.

(1) Slowly move mixture control from "Full Rich" position toward lean position.

(2) Continue leaning until slight loss of power is noted (loss of power may or may not be

accompanied by roughness.

(3) Enrich until engine runs smoothly and power is regained.

WARNING

REFER TO THE PILOT’S OPERA TING HANDBOOK OR AIRFRAME

MANUFACTURER ’S MANUAL FOR ADDITIONAL, INSTRUCTIONS ON THE USE OF

CARBURETOR HEAT CONTROL. INSTRUCTIONS FOUND IN EITHER PUBLICATION

SUPERSEDE THE FOLLOWING INFORMA TION.

c. Use ofCarburetor Heat Control Under certain moist atmospheric conditions (generally at a relative

humidity of 50% or greater) and at temperatures of 20" to 900F it is possible for ice to form in the

induction system. Even in summer weather ice may form. This is due to the high air velocity throughthe carburetor venturi and the absorption of heat from this air by vaporization of the fuel. The

temperature in the mixture chamber may d.rop as much as 70"F below the temperature of the

incoming air. If this air contains a large amount of moisture, the cooling process can cause

precipitation in the form of ice. Ice formation generally begins in the vicinity of the butterfly and

may build up to such an extent that a drop in power output could result. In installations equippedwith fixed pitch propellers, a loss of power is reflected by a drop in manifold pressure and RPM. I~installations equipped with constant speed propellers, a loss of power is reflected by a drop ifilmanifold pressure. If not corrected, this condition may cause complete engine stoppage.

3-8 Revised September 2007



To avoid this, all installations are equipped with a system for preheating the incoming air supply to

the carburetor. In this way sufficient heat is added to replace the heat loss of vaporization of fuel, and

I the mixing chamber temperature cannot drop to the freezing point of water (32"F). The air preheater is

a tube or jacket through which the exhaust pipe from one or more cylinders is passed, and the air

flowing.over these surfaces is raised to the required temperature before entering the carburetor.

Consistently high temperatures are to be avoided because ofa loss in power and a decided variation of

mixture. High charge temperatures also favor detonation and preignition, both of which are to be

avoided if normal service life is to be expected from the engine. The following outline is the propermethod of utilizing the carburetor heat control.

(I) Ground Operation Use of the carburetor air heat on the ground must be held to an absolute

minimum. On some installations the air does not pass through the air filter, and dirt and foreign

I carburetor air heat on the ground to make certain it is functioning properly.substancescan be taken into the engine with the resultant cylinder and piston ring wear. Only use

112, possibility of expansion or throttle icing at wide throttle openings is very remote.

Take-Off- Set the carburetor heat in full cold position. For take-off and full throttle operation the

control in the full cold position; however, if it is necessary to use carburetor heat to prevent icingClimbing When climbing at part throttle power settings of 80% or above, set the carburetor heat

it is possible for engine roughness to occur due to the over-rich fuel/air mixture produced by the

I additional carburetor heat. When this happens, lean the mixture with the mixture control onlyenough to produce smooth engine operation. Do not continue to use carburetor heat after flight is

out of icing conditions, and return mixture to full rich when carburetor heat is removed.

I (4) Flight Operation During normal flight, leave the carburetor air heat control in the full cold

position. On damp, cloudy, foggy or hazy days, regardless of the outside air temperature, be alert

for loss of power. This will be evidenced by an unaccountable loss in manifold pressure or RPM

or both, depending on whether a constant speed or fixed pitch propeller is installed on the

aircraft. If this happens, apply full carburetor air heat and open the throttle to limiting manifold

pressure and RPM. This will result in a slight additional drop in manifold pressure, which is

normal, and this drop will be regained as the ice is melted out of the induction system. When ice

Ihas been melted from the induction system, return the carburetor heat control to the full cold

position. In those aircraft equipped with a carburetor air temperature gauge, partial heat may be

used to keep the mixture temperature above the freezing point of water (32"F).

WARNING

CAUTION MUST BE EXERCISED WHEN OPERATING WITH PARTIAL HEAT ON

AIRCRAFT THAT DO NOT HA VE A CARBURETOR AIR TEMPERATURE GA UGE USE

EITHER FULL HEA T OR NO HEA T IN AIRCRAFT THA T ARE NOT EeUIPPED WITH A

CARBURETOR AIR TEMPERA TURE GA UGE.

(5) Landing Approach In making a landing approach, the carburetor heat is generally in the "Full

Cold" position. However, if icing conditions are suspected, apply "Full Heat". In the case that

full power needs to be applied under these conditions, as for an aborted landing, return the

carburetor heat to "Full Cold" after full power application.

Revised September 2007 3-9


OPERATING ’INSTRUCTIONS 0-360 AND ASSOCIATED MODELS

g. ENGINE FLIGHTCHART.

FUEL AND OIL

*Aviation Grade Fuel

Model Series Minimum Grade

O-360-B,-D 80/87

O-360-A1P, -C1F, -C4F; HO-360-C1A 91/96

0-360-C, -F; MO-360-A, -B; 1O-360-B, -E; HIO-360-B 91/96 or 100/130

O-360-52A 91/96 or 100/100LL

1O-360-L2A, -M1A, -M1B 91/96 or 100LL

HIO-360-G1A 91/96 or 100LL

0-360-A, -CIG, -C4P, -A1H6; TIO-360-C1A6D 100/100LL

IO-360-B 1 G6, -C1G6, -J, -K2A, -AID6D, -A3B6, -A3D6D;H1O-360-A1B 100/100LL

AIO-360-A, -B; 1O-360-A, -C, -D, -F 100/130

HIO-360-A,-C,-D,-E,-F 100/130

TIG-360-A 100/130

NOTE

Aviation grade IOOLL fuels in which the lead content is limited to 2 c.c. per gal. are

approvedfor continuous use in the above listed engines.

Refer to latest revision of Service Instruction No. 1070.

FUEL PRESSURE, PSI

Model Max. Desired Min.

0-360 Series (Except -A1C, -C2B,-C2D); MO-360-A, -C Series

Inlet to carburetor 8.0 3.0 0.5

O-360-A1C,-C2B,-C1D;HO-360-B Series

Inlet to carburetor 18 13 9.0

HIO-360-A1B

Inlet to fuel pump 30 -2

10-360 Series (Except -BIA, -FIA);A1O-360 Series, H1O-360 Series

(Except-A1B)Inlet to fuel pump 35 -2

IO-360-F1A


10-360 Series~Except -BIA),AIO-360 Series; H1O-360 Series

Inlet to fuel injector 45 14

IO-360-B 1A

Inlet to fuel injector 2 -2

3-10



FUEL PRESSURE, PSI(CONT.)-

Model Max. Desired Max.

HIO-360-E, -F Series



TIG-360-A Series



TIO-360-C 1 A6D



OIL (All Models)-*Recommended Grade Oil

MIL-L-22851

Average MIL-L-6082B Ashless DispersantAmbient Air Grades Grades

All Temperatures SAE 15W-50 or 20W-50

Above 80"F SAE 60 SAE60

Above 60"F SAE 50 SAE 40 or SAE 50

30" to 90"F SAE 40 SAE 40

O" to 700F SAE 30 SAE 40, 30 or 20W40

Below 100F SAE 20 SAE 30 or 20W30

Refer to latest revision of Service Instruction No. 1014.

OIL SUMP CAPACITY

I All Models (Except AIO-360 Series, 0-360-52A) ................................................8U.S. Quarts

Minimum Safe Quantity in Sump(Except IO-360-M1A, -M1B; HIO-360-G1A) ................................................2

U.S. QuartsIO-360-M1A, -MIB; HIO-360-G1A..................................................................4 U.S. Quarts

AIO-360 Series Dry Sump1 0-360-52A.,............................................................................................................6 U.S. Quarts

OPERATING CONDITIONS

Average *Oil Inlet TemperatureAmbient Air Desired Maximum

Above 80"F 180"1-’ (82"C) 245"F(118"C)Above 60"F 180"F (82"C) 245"F (118"C)30" to 900F 180"F (82"C) 245"F (118"C)

O" to 700F 1700F (77"C) 245"F (118"C)Below 1 O"F 160"F (71"C) 245"F (1180C)

Engine oil temperature should not be below 140"F (600C) during continuous operation.

Revised September 2007 3-11



OPERATING CONDITIONS (CONT.)

Oil Pressure, psi (Rear) Maximum Minimum Idling

Normal Operation, All Models

(Except Below) 95 55 25

TIO-360-C1A6D 95 50 25

Oil Pressure, psi (Front)

O-360-A4N, -FIA6 90 50 20

Start, Warm-up, Taxi, and Take-off

(All Models) 115

Fuel Max. *Max.

Cons. Oil Cons. Cyl. Head

Operation RPM HP GaVHr. Qts./Hr. Temp.

0360-A, -C"" Series

Normal Rated 2700 180 .80 500"F (260"C)Performance Cruise

(75% Rated~ 2450 135 10.5 .45 500"F (2600C)Economy Cruise

(65% Rated) 2350 117 9.5 .39 500"F (2600C)

O-360-B, -D Series


(75% Rated) 2450 126 11.6 .42 500"F (260"C)Economy Cruise

(65% Rated)´• 2350 109 9.0 .37 5000F (260"C)

O-360-A1P, -A4D, -A4P, -C4P, -F, -G Series

Normal Rated 2700 180 .80 500"F (2600C)Performance Cruise

(75% Rated) 2450 135 9.7 .45 5000F (2600C)Economy Cruise

(65% Rated) 2350 117 8.3 .39 500"F (260"C)

At Bayonet Location For maximum service life of the engine maintain cylinder head temperaturebetween 150"F and 400"F during continuous operation.

O-360-C2D Only Take-offrating 180 HP at 2900 RPM, 28 in. Hg.

3-12




Fuel Max. *Max.


Operation RPM HP Gal./Hr. Qts./Hr. Temp.

O-360-52A

Normal Rated 2400/2700 145 .50 500"F (260"C)Performance Cruise

(7 5% Rated) 1800/2025 109 9.3 .36 500"F (2600C)Economy Cruise

(65% Rated) 1560/1755 94 6.8 .31 5000F (260"C)

MO-360-A, -C Series; HIO-360-G1A


(75% Rated) 2450 135 9.7 .45 500"F (2600C)Economy Cruise

(65% Rated) 2350 117 9.0 .39 5000F (2600C)

HO-360-B Series

NormalRated 2900 180 .80 500"F (260"C)Performance Cruise


(65% Rated) 2700 117 9.0 .39 500"F (260"C)

IO-360-A, -C, -D, -J, -K; AIO-360 Series

Normal Rated 2700 200 .89 500"F (2600C)Performance Cruise


(65% Rated) 2350 130 9.5 .44 500"F (260"C)

10-360-13, -E, -F Series (Except -B1C); IO-360-M1A"", -M1B""

Normal Rated 2700 180 .80 5000F (2600C)performance Cruise

(75% Rated) 2450 135 11.0 .45 5000F (260"C)Economy Cruise

(65% Rated) 2350 117 8.5 .39 500"F’(260"C)

At Bayonet Location For maximum service life of the engine maintain cylinder head temperaturebetween 150"F and 400"F during continuous operation.

This engine has an alternate rating of 160 HP at 2400 RPM.

3-13




Fuel Max. *Max.


Operation RPM HP Gal./Hr. Qts./Hr. Temp.

IO-360-B1C

Normal Rated 2700 177 .79 500"F (2609C)

Performance Cruise

(75% Rated) 2450 133 11.0 .45 500"F (260"C)

Economy Cruise

(65% Rated) 2350 115 8.5 .39 500"F (260"C)

IO-360-]L2A

Normal Rated 2400 160 .52 500"F (2600C)

Performance Cruise

(75% Rated) 2180 120 8.8 .39 500"F (2600C)

Economy Cruise

(65% Rated) 2080 104 7.6 .34 500"F (2600C)

HIO-360-A Series

Normal Rated 2900 1809 .80 5000F(260"C)

Performance Cruise

(75% Rated) 2700 135 11.0 .45 500"F (2600C)

Economy Cruise

(65% Rated) 2700 117 9.5 .39 sooor: (26D"C)

HIO-360-B Series

Normal Rated 2900 180 .80 5000F (260"C)

Performance Cruise

(75% Rated) 2700 135 12.0 .45 500"F (260"C)

Economy Cruise

(65% Rated) 2700 117 10.0 .39 500"F (2600C)

HIO-360-C Series

Normal Rated 2900 205 .91 500"F (2600C)

Performance Cn~ise

(75% Rated) 2700 154 12.5 .52 500"F (2600C)

Economy Cruise

(65% Rated) 2700 133 10.5 .45 500"F (260"C)

At Bayonet Location For maximum service life of the engine maintain cylinder head temperature

between 150"F and 400"F durii~g continuous operation.

t At 26 in. Hg. manifold pressure.

3-14


0360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

OPERATING CONDITIONS (CONT~

Fuel Max. *Max.

Cons. Oil Cons. cyl´• Head

Operation RPM HP Gal.iHr. Qts./Hr. Temp.

HI0360-D Series

Normal Rated 3200 190 .85 500"F (260"C)

Performance Cruise

(75% Rated) 3200 142 12.0 .48 500"F (2600C)

Economy Cruise

(65% Rated) 3200 123 10.0 .41 5000F (2600C)

HIO-360-E Series

Normal Rated 2900 190 .85 500"F (2600C)

Performance Cruise

(75% Rated) 2700 142 11.8 .47 500"F (2600C)

Economy Cruise

(65% Rated) 2700 123 10.0 .41 S00"F (2600C)

HIO-360-F Series

Normal Rated 3050 190 .84 500"F (260"C)

PerEonmance Cruise

(75% Rated) 2700 142 11.8 .47 500"F (260"C)

Economy Cruise

(65% Rated) 2700 123 10.0 .46 500"F (260aC)

TIG-360-A Series*"

Normal Rated 2700 200 .89 500"F (260DC)

Performance Cruise

(75% Rated) 2450 150 14.0 .50 500"F (2600C)

Economy Cruise

(65% Rated) 2350 130 10.2 .44 500"F (2600C)

TIO-360-C Series*"

Normal Rated 2575 210 .70 5000F (2600C)

Performance Cruise

(75% Rated) 2400 157.5 13.2 .53 500"F (2600C)

Economy Cruise

(65% Rated) 2200 136.5 10.2 .46 500"F (2600C)

At Bayonet Location For maximum service life of the engine maintain cylinder head temperature

between 150"F and 400"F during continuous operation.

MAXIMUM TURBINEINLET TEMPERATURE 16SOOF (898.80C).

3-15



9. SHUT DOWNPROCEDURE.

a. FixedWing.

(1) Set propeller governor control for minimum blade angle when applicable.

(2) Idle until there is a decided drop in cylinder head temperature.

(3) Move mixture control to "Idle Cut-Off’.

(4) When engine stops, turn offswitches.

b. Helicopters.

(1) Idle as directed in the airframe manufacturer’s handbook, until there is a decided dropin cylinderhead temperature.

(2) Move mixture control to "Idle Cut-Off’.

(3) When engine stops, turn off switches.

3-16

LYCOMING OPERATOR’S MANUAL SECTION 30360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

SEA LEVEL POWER CURVELYCOMING MODEL O-360-B and -D SERIES

COMPRESSION RATIO 7.20:1

SPARKADVANCE 25"BTCCARBURETOR MARVEL-SCHEBLER MA-4-5FUEL GRADE, MINIMUM 80/87

MIXTURE SETTING FULL RICH

C-10818180

NORMAL RATED POWER

170

FULL THROTTLE POWER

160

150

i3 130u)

e i,,

d Iioa I I I I I I I/ PROPELLER LOAD

HORSEPOWER100

90

vj 65FULL THROTTLE

zSPEC.FUELCONS.

u.Ia .55

.soa PROPELLER LOADv,

SPEC. FUELCONS.

1800 2000 2200 2400 2600 2800

ENGINE SPEED RPM

Figure 3-2. Power Curve 0-360-B, -D Series

3-17



PART THROTTLE FUEL CONSUMPTION

LYCOMING MODEL O-360-C2B and -C2D

CARBURATOR, BENDIX-STROMBERG PSHdBD

FUEL, MINIMUM GRADE 91/96MIXTURE SETTING FULL RICH

COMPRESSION RATIO 8.50:1SPARK TIMING 250 ETCOPERATING CONDITIONS STD. SEA LEVEL

FUEL CONSUMPTION TOLERANCE 4%OPERATION WITH EXTERNAL COOLING SUPPLY

C-12121-B

17

e´•´•16 ~F:

15

a 14

LL 13

~U’12

U.S. GALLLj PER HOUR

11

10

vj

8, .BO2900 RPM

2700W .55 LBSIBH P/HR~hI

m 26000$ .50u-~

.45C Iav,

.4080 100 120 140 160 180

ACTUAL HORSEPOWER

Figure 3-3, Part Throttle Fuel Consumption0-360-C2B,-C2D

3-18


CURVE NO 12880


LYCOMING ENGINE MODELHO-360-B-SERIES


SPARK TIMING 25" ETC

CARBURETOR BENDIX PSH 580

FUEL GRADE, MINIMUM 91/96 OR 100/130

OPERATION CONDITIONS STANDARD SEA LEVEL

OPERATION WITH EXTERNAL COOLING SUPPLY

F16! M’XTURE FULL RICH

15

14

13

12 b;

u.~: i;aL:11 PER HR

10

LL4-lo 9~5vjLLj

tF.68~ iile P~JI

L~HI-ii

o~I;c-te

´•4

i;40

80 100 120 140 160 180

ACTUAL BRAKE WORSEPOWER

Figure 3-4. Part Throttle Fuel ConsumptionHO-360-B Series

BRIGINAL 1 3-19

AS Received ByATP



CURVE NO. 126998

PARTTHROTTLE FUEL CONSUMPTION

LYCOMING ENGINE MODEL

IO-360-A,-6,-D,-4 AND -K SERIES

AIO-360-A SERIES



FUEL INJECTOR, BENDIX RSA-SAD1

FUEL GRADE MINIMUM 100/130

MIXTURE CONTROL- MANUAL TO BEST ECONOMYOR BEST POWER AS INDICATED

85

PERCENT

RATED POWER

75MIXTURE SETTING

65pj7

~F 55

O

II5II ´•45

v)ZOO

w

LL

RE SETTING

BEST ECONOMY

100 120 140 160 180 200

ACTUAL BRAKE HORSEPOWER

Figure 3-5. Part Throttle Fuel ConsumptionIO-360-A, -C, -D, -J, -K; AIO-360 Series

3-20



CURVE NO. 12849-A

PARTTHROTTLE FUEL CONSUMPTIONLYCOMING ENGINE MODEL

IO-360-B,-E,-F AND M1A SERIES

COMPRESSION RATIO 8.50. 1SPARK TIMING 25" ETCFUEL INJECTOR, PACTYPE RSA5AD1MIXTURE CONTROL- MANUAL TO BEST ECONOMY

OR BEST POWER AS INDICATEDFUEL GRADE MINIMUM 91/96

PERCENT

RATED POWER80

II I I I I I 1 17

~70

O 2´•

55

a

fI I I45

z c~

S 8~wfm "llr%

W v,

40-~ E

30

80 100 120 140 160 180


Figure 3-6. Part Throttle Fuel ConsumptionI IO-360-B, -E, -F, -M 1B Series (Excepting IO-360-B IA, -B 1C); HIO-360-G1A

´•I For information pertaining to engine model(L)IO-360-M1A, refer to Operation and InstallationManualP/N60297-36.

Revised March 2009 3-2’1




LYCOMING ENGINE MODEL IO-360-B1A



FU EL I NJ ECTOR SIMMONDS TYPE 530

FUEL GRADE MINIMUM 91/96

MIXTURE CONTROL-MANUAL TO BEST ECONOMY

OR BEST POWER AS INDICATEDC-l 2731

90

PERCENT

RATED

POWER 2700 RPM

85 260080

2500

75 2400

70

Ir m-11-t-tt ~l;tfc;d~ +ittt’tt-t~ E~ljtiljdi ~EiilN’G’mtm~ BE ST ECON OM Y tm+r~wt BEST POWER

Cd75

I0 60

2600

32400

2255

V)Z 2000

0 501800

O45

W

u-

40

30

80 100 120 140 160 180


Figure 3-7. Part Throttle Fuel ConsumptionIO-360-B1A

3-22

LYCOMING OPERATOR’S MANUAL SECTION 30-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

CURVE NO. 12952

PARTTHROTTLE FUEL CONSUMPTION

LYCOMING MODEL IO-360-B1C SERIES


SPARK TIMING 250 ETCFUEL INJECTOR BENDIX MODEL RSA-5AD1

MIXTURE CONTROL-MANUAL TO BEST ECONOMYOR BEST POWER AS INDICATED

FUELGRADE, MINIMUM 1001130

90

oq

80 L I I PERCENT

RATED

POWER

7~5Ol 70I

I I I I I 1 65

0 560

3

Z 50 c3O z a

Ows

w W-coV)aw

40

wmOzXo-w

30

80 100 120 140 160 180


Figure 3-8. Part Throttle Fuel ConsumptionIO-360-B 1C

3-23

SECTION 3 LYCOMING OPERATOR’S MANUALOPERATING INSTRUCTIONS 0-360 AND ASSOCIATED MODELS

CURM N013518


LYCOMING MODEL: IO-360-L2A

COMPRESSION RATIO: 8.50:1

SPARKTIMING: 25’ ETC

FUEL INJECTOR: PAC RSA-SADIMIXTURE CONTROL: MANUAL TO BEST ECONOMY

OR BEST POWER AS INDICATEDFUEL GRADE, MINIMUM: 91196

80

I PERCENT

RATED

m,70 POWER

75

Oas

H 60II

55O

50lu

u.mB40

n p

30

80 100 120 140 160


Figure 3-9. Part Throttle I’uel ConsumptionIO-360-L2A

3-24


FUEL FLOW vs PERCENT RATED POWERLYCOM ING MODEL TIG-360-A SERIES

COMPRESSION RATIO 7,30:1SPARK ADVANCE 25 ~BTCFUEL INJECTOR BENDIX RSA-SAD1

TURBOCHARGER AIRESEARCH 7504MIXTURE CONTROL-MANUAL TO FLOWMETER GAGEFUEL GRADE, MINIMUM 100/130

CURVE NO. 13078

130

110 1 I I I I I I I I

I

90

O

U,70

w

50

30

50 60 70 80 90 100

PERCENT RATED POWER

Figure 3-10. Fuel Flow vs Percent Rated Power

TIG-360-A Series

3-25



FUEL FLOW vs PERCENT RATED POWER

LYCOMING HIO-360-D SERIESENGINE SPEED 3200 RPM

MANUAL MIXTURE CONTROL TO FLOW METER GAGE

CURVE NO. 130636

100

90

80

~111

Vi~ 60

50

40

50 60 70 80 90 100

PERCENT RATED POWER

Figure 3-11. Fuel Flow vs Percent Rated Power-

HIO-360-D

3-26

BRIGINAL

As Received Bar

ATPoo\C-130846Shtiof2~ W

TO FIND ACTUAL HORSEPOWER FROM SEA LEVEL LYCOMING HELICOPTER ENGIPERFORMANCE

PERFORMANCE DATAALT(TUDE. R.PM.. MANIFOLD PRESSUREPERFORMANCE

ANDAIR INLET TEMPERATURE.

1. LOCATE A ON FVU THROTTLE ALTITVDE

CURVE FOR OMN R.PM. MANIFOLD GUARANTEED MAX. ENGINE MODEL HIO-360-DiAPRESSURE. :POWER ABS. DRY MANIFOLD COMPRESSION RATIO 10.0:1 ORP.U. AND LMNIFOLD PRESSURE AND o .500 B.S.FC. PRESSURE IN. HG FUEL INJECTOR BENDIX RSA-7AAI r;n

2. LOCATE B ON SEA LEVEL CURVE FOR

ETRANSFER TO C. FUEL GRADE.MIN. 1001130 ~O1. CONNECTAAND C BY STR*IOI(T ,E OAND READ HORSEPOWER AT ONEN

ALTITUMD. 26 C)4. MODIFY HORSEPOWER AT D FOR 1 Y

VARIATION OF AIR INLET TEMPERATURET FROM STANDARD ALTITUDETEMPERATURE TQ BY FORMULA. c3

mOr

I II\ 1 I I I I r CORRECTFOR DIFFERENCE BEMIEEN STD. a 7~\460+TI J’’"’’’ ALT TEMP. T, AND ACTUAL INLETAIR TEMP.r. ACTUAL W1

oIN ACCORDANCE WITH NOTE 4

w1w a: A0 22

h) pz D THROinE‘ R.Fi.M.

31 r~FH.P 3200 R.PM.=

O OP, FH.P 3000 R.P.M.=

FE

wr R.PM.

O\~P0(

a u,

be to

c~a

ggoP

Bor

´•d I 3

"a w (j

tt,z

1 m

B Oa Cda 16

gr ct

ZO

0, 0 51STANDARD ALTTTUDE TEMPERATURE TS F

-50 50

r;n17 18 19 20 21 22 23 24 25 26 27 285 1 2 3 4 5 6 7 8 lo 11 12 13 14 15 16 17 18 19 20 21 22 23 24

U)M

ABSOLUTE MANIFOLD PRESSURE. IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET

WOOh, Z Z

mw

QRIGI NAL

k~As Received By o

ATP ´•d

C-i3064-C Sht. ~2 d2

TO FIND ACTVAL HORSEPOWER FROM t~ NOMINAL SEA LYCOMING HELICOPTER OmuDE PERFORMANCE

~TrmoE. R.PM.. MANIFOU) PRESSURE PERFORMANCE PERFORMAN~E‘ DATAANDAIR MLET TEMPERATURE.

ABS. DRY MANIFOLD Z wMnn O1. LOCATEA ON FUu THROTTLE ALTnUDE POWER PRESSURE IN. HG

CVRM FOR OMN R.P.M. lMNIFOLD ENGINE MODEL HIO-380-DiA.SM) 6.S.F.C; COMPRESSION RATIO iO.O:iPRESSURE.

2. LOU\TE B ON SEA LML CURM FOR FUEL INJECTOR BENDIX RSA-’IAAI

TRANSFERTOC. 281 I I I 1 I I I I FUEL GRADE,MIN. 100H30

R.PM. AND MANIFOU) PRESSURE AND

3. CONNECTAAND C BY STRAIG~T UNE

AND READ AT GI\IEN

ALTITUDE D.MODIFY HORSEPOWER AT D FOR 1WIATK)NOFAIRINLETTEMPERATURE ~tt-trrtrtttl I I I R I R II~ I I I I I I I I I I 1 1711 1_1: C~TFROM STANDARD ALTITUDE C-t- II I I 1 CORRECTFOR DIFFERENCE BETWEEN STD. C3

CrlTEMPERATURE TQ BY FORMUU

ALT. TEMP. T, AND ACTUAL INLETAIR TEMP. ct

[(B.H.P. F.H.P.)X(~0.8 i -F.H.P.´•IN ACCORDANCE WITH NOTE 4 Or.

09 460*

460 2~9W k+......... ..--1177I177~7774

Dw w

a FULL THROTTLE R.PM.

co F

e F.H.P. 3200 R.PM.=s2 z E

wr .H.P 3000 R.PM.=37a0\9

R.P.M.

I I _rll I a I

LIMITINGMANIFOLD PRESS.

I?

a~l FOR CONTINUOUS OPERATION

CDrrj

18h)cd wv

CD1 d~bd OX1 B C1w O

i-Q\

1v, iso 21

z ~Oo~ ~,Cd

´•1 T%!t O

so oo

MSTANDARDALTTTUDE TEMPERATURE. TS F

I I I I I I I 1

m17 18 19 20 21 22 23 24 25 26 27 28

ABSOLUTE MANIFOLD PRESSURE, IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET

M

r/0r


FUEL FLOW vs PERC.ENT RATED POWER

LYCOMING ENGIF~E MODEL

HIO-360-A SERIES

FUEL INJECTOR BENDIX RSA-SAB1ENGINE SPEED 2900 RPM

MANUAL MIXTURE CONTROL TO FLOWMETER GAGEC12944

110

100

90

80

70

50.

4050 60 70 80 90 100

PERCENT RATED POWER


HIO-360-A Series

ORIGINAL 3-29As Received By

ATP



FUEL FLOV~ vs PERCENT RATED POWER

LYCOMING ENGINE MODEL

HIO-360-B SERIES

FUEL INJECTOR BENDIX RSAdAB1ENGINE SPEED 2500,2700,2900 RPM

MANUAL MIXTURE CONTROL TO FLOWMETER GAGEC-i 2940

110

100

90

80

70

60

50

4050 60 70 80 90 100

PERCENT RATED POWER


HIO-360-B Series

3-30 BRIGINAL

as Received ByATP.



FUEL FLOW vs PERC~NT RATED POWER

LYCOMING MODEL H1O366-C1A,-C1B

ENGINE SPEED 2900 RPM

MANUAL MIXTURE CONTROL TO FLOWMETER GAGEC12972

120

110

100

90

80

70

60

50

4050 60 70 80 90 100

PERCENT RATED POWER


HIO-360-C Series

ORIGINAL 3-31

As Received ByATP

W I ORIGINALgm

As aeceived By ImU

h,

ATPo

wZZw

TO FIND ACTUAL HORSEPOWER FROM ALTITUDE. RP.M, MANIFOLD CURVE NO. 10350A n

PRESSURE AND AIR INLET TEMPERATURE.

1. LOCATE AON PILL THRDmE ALTITUDE CURVE FOR GIVEN RP.IY MANIFOLD LYCOMINGAIRCRAFT ENGINE

O PRESS. ~tfFf+l PERFORMANCE DATA

ic,2 LOCATE B ON SEA LML CURVE FOR RP~M a MANIFOLD PRESSURE a MAXIMUM POWER MIXTURE

TRANSFER TO C. ABS. DRY MANIFOLD UNLESS OTHER WISE NOTEDQ\ coC BY STRAIGHT UNE AND READ HORSEPOWER AT GIVEN PRESSURE- IN HG

O ENGINE MODEL 0-360-A SERIESrr COMPRESSIONRATIO 8.50:1 C)

MODIFT HORSEPOWER AT D FOR VARIATION OF AIR INLET P

FULLTHROTnER.P.M.~ CARBURETOR MARVELSCHEBLERTEMPERATURE T FROMr FULLTHROTTLEr. TS ZERO RAM

FUEL GRADE, MINIMUM 91/96h BY FORMULA NO EXTERNAL MIXTURE

HP. AT D ACTUAL H.P.z HEATER USED

C/I1

w NORMALRATEDPOWERC) (APPROXlmAnr tx2700 RPM P CORRECT FOR DIFFERENCE BETWEENCD CORRECTIONFOR EACH r

1C F.VARIATION FROM H)FULL RICH MIXTURE STD.ALTTEMP.Te ANDACTUALINLETAIR

5´• c~TEMP. IN ACCORDTANCE WITH NOTE 4

O rr,

r "--1

22

cL --1toy

orl

18g_l

a

16

w (D LL 15--P--1 LIMITING MAN.I 14Cd FOR CONTINUOUSP

OPERATIONOv 12+-tl O

dil~

ef~ PERCENT >~12-f:Ww Q\

RATED zWO POWER o 11-~o\o c

B :I-1Oo

=9 sao mCS~

ABSOLUTE MANIFOLD PRESSURE, IN. HG. 12w-I1 2 t 4 s 6 1 a s lo 11 tr 13 (4 ls l6 lr Is l8 2021 2223242~

(D

=r. ~8 rn

O

STANDARD ALTITUDE TEMPERATURE -F

-5018 19 20 21 22 23 24 25 26 27 28 29

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As Received ByATP

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ORIGINALAs Received By

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OrwCC

PCURVE NO.12881

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ABSOLUTE MANIFOLD PRESSURE IN HO. PRESSURE ALTITUDE IN THOUSANDS OF

FEETg BP



FUEL FLOW VERSUS PERCENT RATED POWER

LYCOMING TIO-360-C1A6D

Curve No.i3429-A140

130´•

120

110

or LEAN LIMI 100

90

80

3 70

60

50

40

30

20

100 120 140 160 180 200

BRAKE HORSEPOWER

Figure 3-45. Fuel Flow vs Brake HorsepowerTIO-360-C 1 A6D

3-59

ORIGINAL

As Received Byo\ ATP ´•d

C-13430 Sheet 1 of 3 gO

TO FINDACTUAL HORSEPO’YIIER FROM SEA LEVEL ZERO RAM LYCOMING AIRCRAFTALTITVDE. R.P.M..MANIFoLD PRESSVRE

PERFORMANCE ALTITUDE PERFORMANCE PERFORMANCE DATA 51 wAND AIR INLET TEMPERATVRE.

1. LOCATE’A’ON MmuDE CURM FOR Tlo-Ss0-clAsDOIMN UANIFOLD PRESSVRE AND ENGINE MODELALTITuDE AT RPM. SHOWN. COMPRESSION RATIO: 7.30:1

2. MODIFY HORSEPOWER AT’A’FOR_ FUEL INJECTOR BENDIX RSA-SADI

VARIATION OF AIR INLET TEMPERATURETO THE TURBOC~UROER a, FROM FUEL GRADE MINUMUM 1001100LLSTANDARDALTITVDE TEMPERATURET~BY FORYULA: ABS. DRY MANIFOLD ENGINE SPEED 2575 RPM

PRESSURE IN. HG MIX~URE STRENGTH .80 LBII)HP-HR

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ABSOLUTE MANIFOLD PRESSURE, IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF-FEETMrrn

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VARIATION OF AIR INLET TE~PERATUREFUEL GRADE MINUMUM 1001100LL

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ABSOLUTE MANIFOLD PRESSURE, IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET C~ CI

w 8RIGIMAL o

As #eceived By w

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w.ca~ aeceived By

APP

I t3C-13430 Sheet 3 of 3

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2. uoDm WOR8EPOWER AT ’A’FOR

VARIATION OF AIR INLETTE~E FUEL INJECTOR BENDU( RSA-SAD~TO THE TURBOCHAROER 71 FRW FUEL GRADE MINUMUM 1001100LL

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V)W OABSOLUTE MANIFOLD PRESSURE, IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET a

Mr~1


SECTION 4

PERIODIC INSPECTIONS

Page

General´•´•´•´•´•´•´•´•´•´•´•´•´•´•............................................................................................................................................ 4-1

Pre-Starting Inspection .i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• q-l

Daily Pre-Flight Engine............................................................................................................................ 4-2

Dai?v PreFLight Turboehlrgsr.......................;........................................................................................ 4-2

25-Hour Inspection .....................i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• 4-2

50-Hour Inspection 4-2



Non-Scheduled Inspections 4-5


0-360 AND ASSOCIATED MODELS PERIODIC INSPECTIONS

SECTION 4

PERIODIC INSPECTIONS

NOTE

Perhaps no otherfactor is quite so important to safety and durability of the aircraJt and its

components are faithJ~ul and diligent attention to regular checks for minor troubles and

prompt repair when they arefound

The operator should bear in mind that the items listed in the following pages do not constitute a completeaircraft inspection, but are meant for the engine only. Consult the airframe manufacturer’s handbook for

additional instructions.

Pre-Starting Items ofMaintenance The daily pre-flight inspection is a check of the aircraft prior to the

first flight of the day. The inspection is to determine the general condition of the aircraft and engine.

The importance of proper pre-flight inspection cannot be over emphasized. Statistics prove several

hundred accidents occur yearly directly responsible to poor pre-flight.

Among the major causes of poor pre-flight inspection are lack of concentration, reluctance to

acknowledge the need for a check list, carelessness bred by familiarity and haste.

4-1


PERIODIC INSPECTIONS 0-360 AND ASSOCIATED MODELS

I. DAILYPRE-FLIGHT.

a. Engine.

(1) Be sure all switches are in the "Ofr’ position.

(2) Be sure magneto ground wires are connected.

(3) Checkoillevel.

(4) Seethatfueltanks arefull.

(5) Check fuel and oil line connections; note minor indications for repair at 50-hour inspection.Repair any leaks before aircraft is flown.

(6) Open the fuel drain to remove any accumulation of water and sediment.

(7) Make sure all shields and cowling are in place and secure. If any are missing or damaged, repairor replacement should be made before the aircraft is flown.

(8) Check controls for general condition, travel, ~uld freedom ofmovement.

(9) Induction system air filter should be inspected and serviced in accordance with the airframe

manufacturer’s recommendations.

b. Turbocharger.

(1) Inspect mounting and connections of turbocharger for security, lubricant or air leakage.

(2) Check engine crankcase breather for restrictions to breather.

2. 25-HOUR INSPECTION (ENGINE). After the first twenty-five hours operation time; new, rebuilt or

newly overhauled engines should undergo a 50-hour inspection including draining and renewing lubricatingoil. If engine has no full-flow oil filter, change oil every 25 hours. Also, inspect and clean suction and

pressure screens.

3. SO-HOUR INSPECTION (ENGINE). In addition to the items listed for daily pre-flight inspection, the

following maintenance checks should be made after every 50 hours of operation.

a. Ignition System.

(1) If fouling of spark plugs is apparent, rotate bottom plugs to upper position.

(2) Examine spark plug leads of cable and ´•ceramics for corrosion deposits. This condition is

evidence of either leaking spark plugs, improper cleaning of the spark plug walls or connector

ends. Where this condition is found, clean the cable ends, spark plug walls and ceramics with a

dry, clean cloth or a clean cloth moistened with methyl-ethyl-ketone. All parts should be clean

and dry before reassembly.

4-2


0-360 AND ASSOCIATED MODELS PERIODIC INSPECTIONS

(3) Check ignition harness for security of mounting clamps and be sure connections are tight at sparkplug and magneto terminals.

b. Fuel and Induction System Check the primer lines for leaks and security of the clamps. Remove and

clean the fuel inlet strainers. Check the mixture control and throttle linkage for travel, freedom of

movement, security of the clamps and lubricate if necessary. Check the air intake ducts for leaks,security, filter damage; evidence of dust or other solid material in the ducts is indicative of inadequatefilter care or damaged filter. Check vent lines for evidence of fuel or oil seepage; ifpresent, fuel pump

may require replacement.

c. Lubrication System.

(1) Replace external full flow oil filter element. (Check used element for metal particles.) Drain and

renew lubricating oil.

(2) (Engines Not Equippeci with External Filter.) Remove oil pressure screen and clean thoroughly.Note carefully for presence of metal particles that are indicative of internal engine damage.Change oil every 25 hours.

(3) Check oil lines for leaks, particularly at connections for security of anchorage and for wear due to

rubbing or vibration, for dents and cracks.

d Exhaust System Check attaching flanges at exhaust ports on cylinder for evidence of leakage. If theyare loose, they must be removed and machined flat before they are reassembled and tightened.Examine exhaust manifolds for general condition.

e. Cooling System Check cowling and baffle for damage and secure anchorage. Any damaged or

missing part of the cooling system must be repaired or replaced before the aircraft resumes operation.

J: Cylinders Check rocker box cover for evidence of oil leaks. If found, replace gasket and tightenscrews to specified torque (50 in.-lbs.).

Check cylinders for evidence of excessive heat which is indicated by burned paint on the cylinder.This condition is indicative of internal damage to the cylinder and, if found, its cause must be

determined and corrected before the aircraft resumes operation.

Heavy discoloration and appearance of seepage at cylinder head and barrel attachment area is

usually due to emission of thread lubricant used during assembly of the barrel at the factory, or byslight gas leakage which stops after the cylinder has been in. service for awhile. This condition is

neither harmful nor detrimental to engine performance and operation. If it can be proven that leakageexceeds these conditions, the cylinder should be replaced.

g. Turbocharger All fluid power lines and mounting brackets incorporated in turbocharger systemshould be checked for leaks, tightness and any damage that may cause a restriction.

Check for accumulation of dirt or other interference with the linkage between the bypass valve- and

the actuator which may impair operation of turbocharger. Clean or correct cause of interference.

4-3


PERIODIC INSPECTION 0-360 AND ASSOCIATED MODELS

The vent line from the actuator should be checked for oil leakage. Anj~ constant oil leakage is cause

for replacement of piston seal.

Check alternate air valve to be sure it swings free and seals tightly.

h. Carburetor Check throttle body attaching screws for tightness. The correct torque for~these screws

is 40-50 in.-lbs.

4. 100-HOUR INSPECTION. In addition to the items listed for daily pre-flight and 50-hour inspection, the

following maintenance chedks should be made after one hundred hours of operation.

a. Electrical System.

(1) Check all wiring connected to the engine or accessoi´•ies. Any shielded cables that are damagedshould be replaced. Replace clamps or loose wires and check terminals for-security and

cleanliness.

(2) Remove spark plugs; test, clean and regap. Replace if necessary.

b. Lubrication System Drain and renew lubricating ail.

c. Magnetos Check breaker points for pitting and minimum gap. Check for excessive oil in the breaker

compartment, if found, wipe dry with a clean lintless cloth. The felt located at the breaker pointsshould be lubricated in accordance with the magneto manufacturer’s instructions. Check magneto to

engine timing. Timing procedure is described in Section 5, 1, b of this manual.

d Engine Accessories Engine mounted accessories such as pumps, temperature and pressure sensingmilts should be checked for secure mounting, tight connections.

e. Cylinders Check cylinders visually for cracked or broken fins.

J: Engine Mounts Check engine mounting bolts and bushings for security and excessive wear. Replaceany bushings that are excessively worn.

g Fuel Injection Nozzles and Fuel Lines Check fuel injector nozzles for looseness, tighten to 60 in.-

Ibs. torque. Check fuel line for dye stains at connection indicating leakage and security of line. Repairor replacement must be accomplished before the aircraft resumes operation.

h. Turbocharger Inspect all air ducting and collllections in turbocharger system for leaks. Make

inspection both with engine shut down and with engine running. Check at manifold connections to

turbine inlet and at engine exhaust manifold gasket, for possible exhaust gas leakage.

CAUTION

DO NOT OPERATE THE TURBOCHARGER IF LEAKS EXIST IN THE DUCTING, OR IF

AIR CLEANER .IS NOT FILTERING.EFFICIENTL Y. DUST LEAKING INTO AIR DUCTING

CAN DAMAGE TURBOCHARGER AND ENGINE.

Check for dirt or dust build-up within the turbocharger. Check for uneven deposits on the impeller.Consult AiResearch Div. Manual TP-21 for method to remove all such foreign matter.

4-4


0360 AND ASSOCIATED MODELS PERIODIC INSPECTIONS

5. 100-HOUR INSPECTION. In addition to the itemslisted for daily pre-flight, 50-hour and 100-hour

inspection, the following maintenance check should be made after every 400 hours of operation.

Valve Inspection Remove rocker box covers and check for freedom of valve rockers when valves are

closed. Look for evidence of abnormal wear or broken parts in the area of the valve tips, valve keeper,springs and spring Seats. If any indications are found, the cylinder and all of its components should be

removed (including the piston and connecting rod assembly) and inspected for further damage. Replace any

parts that do not conform \jvith~limits shown in the latest revision of Special Service Publication No.

SSP1776.

6 NON-SCHEDULED INSPECTIONS Occasionally, Service Bulletins or Service Instructions are issued

by Lycoming that require inspection procedures that are not listed in this manual. Such publications usuallyare limited to specified engine models and become obsoleteafter corrective modification has been

accomplished. All such publications are available ~om Lycoming distributors, or from the factory bysubscription. Consult the latest revision of Service Letter No. L114 for subscription information.

Maintenance facilities should have an up-to-date file of these publications available at all times.

4-5


SECTION 5

MARYTENANCE PROCEDURES

Page

GeI1e~´•81´•´•´•´•´•´•´•´•´•´•´•´•.............................................................................................................................................. 5-1

Ignition and Electrical System

Ignition Harness an;l Wire Replacement................................................................................................ 5-1

Timing Magneto to Engine

Single Mag;netO .....................................i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•(´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•5-1

Dna1 Magneto 5-1

Generator or Alternator Output 5-4

Fuel System

Repair of Fuel Leaks................................................................................................................................. 5-4

Carburetor’or Fuel Injector Inlet Screen Assembly,............................................................................. 5-4

Fuel Grades and Limitations 5-4

Air Intake Ducts and Filter...................................................................................................................... 5-4

Idle Speed and Mixture Adjustment....................................................................................................... 5-4

Lubrication System

Oil Grades and Limitations 5-4

Oil Suction and Oil Pressure Screens........................;............................................,................................ 5-5

Oil Pressure Relief Valve.......................................................................................................................... 5-5

C~linders 5-5

Generator or Alternator Drive Belt Tension............................................................................................. 5-9

Turb~chsrger Controls 5-9


0-360 AND ASSOCIATED MODELS MAINTENANCE PROCEDURES

SECTION 5

MAINTENANCE PROCEDURES

The procedures described in this section are provided to guide and instruct personnel in performing such

maintenance operations that may be required in conjunction with the periodic inspections listed in the

preceding section. No attempt is made to include repair and replacement operations that will be found in the

applicable Lycoming Overhaul Manual.

I. IGNITIONAND ELECTRICAL SYSTEM.

a. Ignition Harness and Wire Replacement In the event that an ignition harness or an individual lead is

to be replaced, consult the wiring diagram to be sure harness is correctly installed. Mark location of

clamps and clips to be certain the replacement is clamped at correct locations.

b. TimingMagnetos to Engine.

(1) Remove a spark plug from No. 1 cylinder and place a thumb over the spark plug hole. Rotate the

crankshaft in direction of normal rotation until the compression stroke is reached, this is indicated

by a positive pressure inside the cylinder tending to push the thumb off the spark plug hole.

Continue rotating the crankshaft until the advance timing mark on the front face of the starter ringgear is in alignment with the small hole located at the two o’clock position on the front face of

the starter housing. (Ring gear may be marked at 200 and 25". Consult specifications for correct

timing mark ofyour installation.) At this point, the engine is ready for assembly of the magnetos.

(2) Single Magneto Remove the inspection plugs from both magnetos and turn the drive shaft in

direction of normal rotation until (-20 and -200 series) the first painted chamfered tooth on the

distributor gear is aligned in the center of the inspection window; (-1200 series) the applicabletiming mark on the distributor gear is approximately aligned with the mark on the distributor

block. See Figure 5-2. Being sure the gear does not move from this position, install gaskets and

magnetos on the engine. Note that an adapter is used with impulse coupling magneto. Secure

with (clamps on -1200 series) washers and nuts; tighten only finger tight.

(3) Using a battery powered timing light, attach the positive lead to a suitable terminal connected to

the switch terminal of the magneto and the negative lead to any unpainted portion of the engine.Rotate the magneto in its mounting flange to a point where the light comes on, then slowly turn it

in the opposite direction until the light goes out. Bring the magneto back slowly until the lightjust comes on. Repeat this with the second magneto.

(4) Back off the crankshaft a few degrees, the timing lights should go out. Bring the crankshaft

slowly back in direction of normal rotation until the timing mark and the hole in the starter

housing are in alignment. At this point, both lights should go on simultaneously. Tighten nuts to

specified torq;e.

(5) Dual Magnetos Remove the timing window plug from the most convenient side of the housingand the plug from the rotor viewing location in the center of the housing.

(6) Turn the rotating magnet drive shaft in direction of normal rotation until the painted tooth of the

distributor gear is center in the timing hole. Observe that at this time the built in pointer justahead of the rotor viewing window aligns with either the L or R (depending on rotation).

5-1


MAINTENANCE PROCEDURES 0360 AND ASSOCIATED MODELS

FIRING ORDER

C’ wise Rotationi-3-2-4 1C.C’ wise Rotationl-472-3

d*2

1 3

4 ’c,~I

II

a

Figure 5-1. Ignition Wiring Diagram

RIB ON BLOCK´•

Figure 5-2. Timing Marks 41 Cylinder -1200 Series

5-2



(7) Hold the magneto in this position and install gasket and magnetos. Secure with clamps, washers

and nuts tightened only finger tight.

(8) Using a battery powereTd timing light, attach one positive lead to left switch terminal, one positivelead to right switch terminal and the ground lead to the magneto housing.

(9) Turn the entire magneto in direction of rotation until the timing light comes on, then slowly turn

it in the opposite direction until the light goes out. Bring the magneto back slowly until the lightjust comes on.

(10) Back off the crankshaft a few degrees, the timing lights should go out. Bring the crankshaft

slowly back in direction of normal rotation until the lights just come on. Both lights should go on

2" ofNo. 1 engine firing position.

NOTE

Some timing lights operate in the reverse manner as described. The light comes on when the

breakerpoints open. Checkyour timing light instructions.

c Internal Timing Dual Magneto Check the magneto internal timing and breaker synchronization in

the following manner.

(1) Main Breakers Connect the timing light negative lead to any unpainted surface of the magneto.Connect one positive lead to the left main breaker terminal and the second positive lead to the

right main breaker terminal.

(2) Back the engine up a few degrees andagain bump forward toward number one cylinder firingposition while observing timing lights. Both lights should go out to indicate opening of the main

breakers when the timing pointer is indicating within the width of the "L" or "R" mark. If breaker

timing is incorrect, loosen breaker screws and correct. Retorque breaker screws to- 20-25 in.-lbs.

(3) Retard Breaker Remove timing light leads from the main breaker terminals. Attach one

positive lead to retard breaker terminal, and second positive lead to the tachometer breaker

terminal, ifused.

(4) Back the engine up a few degrees and again bump forward toward number one cylinder firingposition until pointer is aligned with 150 retard timing mark. See Figure 5-6. Retard breaker

should just open at this position.

(5) If retard timing is not correct, loosen cam securing screw and turn the retard breaker cam as

required to make retard breaker open per paragraph c (4). Retorque cam screw to 16-20 in.-lbs.

(6) Observe the tachometer breaker is opened by the cam lobe. No synchronization of this breaker is

required.

(7) Check action of impulse coupling (D-2000/3000 series only). With the ignition~switch off

observe breaker cam end of rotor while manually cranking engine through a firing sequence.Rotor should alternately stop and then (with an audible snap) be rotated rapidly through a retard

firing position.

5-3


MAINTENANCE PROCEDURES 0-360 AND ASSOCIATED MODELS

d Generator or Alternator Output The generator or alternator (whichever is applicable) should be

checked to determine that the specified voltage and current are being obtained.

2. FUELSYSTEM.

a. Repair ofFuel Leaks In the event a line or frtting in the fuel system is replaced, only a fuel soluble

lubricant such as clean engine oil or Loctite Hydraulic Sealant may be used on tapered threads. Do not

use Teflon tape or any other form of thread compound. Do not apply sealant to the first two threads.

b. Carburetor or Fuel Injector (Except Simmonds Injectors) Fuel Inlet Screen Assembly Remove the

assembly and check the screen for distortion or openings in the strainer. Replace for either of these

conditions. Clean screen assembly in solvent and dry with compressed air and reinstall. The fuel inlet

screen assembly is tightened to 35-40 in.-lbs. on carburetors and 65-70 in.-lbs. on fuel injectors. The

hex head plug on pressure carburetor is tightened to 160-175 in.-lbs.

c. Fuel Grade and Limitations The recommended aviation grade fuel for the subject engines is listed in

Section 3, Item 8.

In the event that the specified fuel is not available at some locations, it is permissible to use higheroctane fuel. Fuel of a lower octane than specified is not to be used. Under no circumstances should

automotive fuel be used (regardless of octane rating).

NOTE

it ir rrcommended dal eib.fanu~Por with iare~l revision ofServicr Inmuerion No

1070 regarding speciJiedJi~elfor Lycoming engines.

d. Air Intake Ducts and Filter Check all air intake ducts for dirt or restrictions. Inspect and service air

filters as instructed in the airframe manufacturer’s handbook.

e. Idle SpeedandMixture Adjustment.

(I) Start the engine and warm up in the usual manner until oil and cylinder head temperatures are

normal.

(2) Check magnetos. If the "mag-drop" is normal, proceed with idle adjustment.

’(3) Set throttle stop screw so that the engine idles at the airframe manufacturer’s recommended

idling RPM. If the RPM changes appreciably after making idle mixture adjustment during the

succeeding steps, readjust the idle speed.to the desired RPM.

(4) When the idling speed has been stabilized, move the cockpit mixture control lever with a smooth,steady pull toward the "Idle Cut-Off’ position and observe the tachometer for any change duringthe leaning process. Caution must be exercised to return the mixture control to the "Full Rich"

position before the RPM can drop to a point where the engine cuts out. An increase of more than

50 RPM while "leaning out" indicates an excessively rich idle mixture. An immediate decrease in

RPM (ifnot preceded by a momentary increase) indicates the idle mixture is too lean.

5-4



If step (4) indicates that the idle adjustment is too rich or too lean, turn the idle mixture

adjustment in direction required for correction, and check this new position by repeating the above

procedure. Make additional adjustments as necessary until a check results in a momentary pick-upof approximately 50 RPM. Each time the adjustment is changed, the engine should be run up to

2000 RPM to clean the engine before proceeding with the RPM check. Make final adjustment of

the idle speed adjustment to obtain thedesired idling RPM with closed throttle. The above method

aims at a setting that will obtain maximum RPM with minimum manifold pressure. In case the

setting does not remain stable, check the idle linkage; any looseness in this linkage would cause

erratic idling. In all cases, allowance should be made for the effect of weather conditions and field

altitude upon idling adjustment.

3.´• LUBRICATIONSYSTEM.

a. Oil Grades and Limitations Service the engine in accordance ~ith the recommended grade oil as

specified in Section 3, Item 8.

b. Oil Suction and Oil Pressure Screens At each 100-hour inspection remove suction screen. Inspectfor metal particles; clean and reinstall. Inspect and clean pressure screen every 25 hours.

c. Oil Pressure Relief ~alve Subject engines may be equipped with either an adjustable or non-

adjustable oil pressure relief valve. A brief description of both types follows:

(1) Non-Adjustable Oil Pressure Relief Valve The fi~nction of the oil pressure relief~valve is to

maintain engine oil pressure within specified limits. The valve, although not adjustable, maycontrol the oil pressure with the addition of a maximum of nine (9) P/N STD-425 washers

between the cap and spring to increase the pressure. Removal of the washers will decrease the oil

pressure. Some early model engines use a maximum of three (3) P/N STD-425 washers to

increase the oil pressure and the use of a P/N 73629 or P/N 73630 spacer between the cap and

crankcase to decrease the oil pressure. Particles of metal or other foreign matter lodged between

the ball and seal will result in faulty readings. It is advisable, therefore, to disassemble, inspectand clean the valve if excessive pressure fluctuations are noted.

(2) Oil Pressure Relief Valve (Adjustable) The adjustable oil relief valve enables the operator to

maintain engine oil pressure within the specified limits. If pressure under normal operatingconditions should consistently exceed the maximum or minimum specified limits, adjust the

valve as follows:

With the engine warmed up and running at approximately 2000 RPM, observe the reading on

the oil pressure gage. If the pressure is above maximum or below minimum specified limits, stopengine and screw the adjusting screw outward to decrease pressure or inward to increase

pressure. Depending on instaliation, the adjusting screw may have only a screw driver slot and is

turned with a screw driver; or may have the screw driver slot plus a pinned .375-24 castellated

nut and may be turnedl with either a screw driver or a box wrench.

4. CYLINDERS: It is recommended that as a field operation, cylinder maintenance be confined to

replacement of the entire assembly. For valve replacement, consult the proper overhaul manual. This should

be undertaken only as an emergency measure.

5-5



a. Removal ofCylinderdssembly.

(1) Remove exhaustmanifold.

(2) Remove rocker box drain tube, intake pipe, baffle and any clips that might interfere with the

removal ofthe cylinder.

(3) Disconnect ignition cables and remove the bottom spark plug.

(4) Remove rocker box cover and rotate crankshaft until piston is approximately at top center of the

compression stroke. This is indicated by a positive pressure inside of cylinder tending to pushthumb offofbottom spark plug hole.

(5) Slide valve rocker shafts from cylinder head and remove the valve rockers. Valve rocker shafts

can be removed when the cylinder is removed from the engine. Remove rotator cap from exhaust

valve stem.

(6) Remove push rods by grasping ball end and pulling rod out of shroud tube. Detach shroud tube

spring and lock plate and pull shroud tubes through holes in cylinder head.

NOTE:

The hydraulic tappets, push rods, rocker armS and valves must be assembled in the same

locationJiom which they were removed.

(7) Remove cylinder base nuts and hold down plates (where employed) then remove cylinder bypulling directly away from crankcase. Be careful not to allow the piston to drop against the

crankcase, as the piston leaves the cylinder.

b. Removal of Piston Ji´•om Connecting Rod Remove the piston pin plugs. Insert piston pin pullerthrough piston pin, assemble puller nut; then proceed’ to remove piston pin. Do not allow connectingrod to rest on the cylinder bore of the crankcase. Support the connecting rod with heavy rubber band,discarded cylinder base oil ring seal, or any other non-marring method.

c. Removal ofHydraulic Tappet Sockets and Plunger Assemblies It will be necessary to remove and

bleed the hydraulic tappet plunger assembly so that dry tappet clearance can be checked when the

cylinder assembly is reinstalled. This is accomplished in the following manner:

(1) Remove the hydraulic tappet push rod socket by inserting the forefinger into the concave end of

the socket and withdrawing. If the socket cannot be removed in this manner, it may be´• removed

by grasping the edge of the socket with a pair of needle nose pliers. However, care must be

exercised to avoid scratching the socket.

(2) To remove the hydraulic tappet plunger assembly, use the special Lycoming service tool. In the-

event the tool is not available, the hydraulic tappet plunger assembly may be removed by a hook

in the end of a short piece of lockwire, inserting the wire so that the hook engages the spring of

wire.the plunger assembly. Draw the plunger assembly out of the tappet body by gently pulling the 0

5-6



CAUTION

NEVER USE A MAGNET TO REMOVE HYDRAULIC PLUNGER ASSEMBLIES FROM

THE CRANKCASE. THIS CAN CAUSE THE CHECK BALL TO REMAIN OFF ITSSEAT,RENDERING THE UNITINOPERATIVE.

d Assembly ofhlydraulic Tapper Plunger Assemblies To assemble the unit, unseat the ball by insertinga thin clean wire through the oil inlet hole. With the ball off its seat, insert the plunger and twist

clockwise so that the spring catches. All oil must be removed before the plunger is inserted.

e. Assembly of Cylinder and Related Parts Rotate the crankshaft so that the connecting rod of the

cylinder being assembled is at the top center of compression stroke. This can be checked by placingtwo fingers on the intake and exhaust tappet bodies. Rock crankshaft back and forth over top center. If

the tappet bodies do not move the crankshaft is on the compression stroke.

(1) Place each plunger assembly in its respective tappet body and assemble the socket on top of

plunger assembly.

(2) Assemble piston with rings so that the number stamped on the piston pin boss is toward the front

of the engine. The piston pin should be a handpush fit. Ifdifficulty is experienced in inserting the

piston pin, it is probably caused by carbon or burrs in the piston pin hole. During assembly,always use a generous quantity of oil, both in the piston hole and on the piston pin.

(3) Assemble one piston pin plug at each end of the piston pin and place a new rubbei oil seal ringaround the cylinder skirt, Coat piston and rings and the inside of the cylinder generously with oil.

(4) Using a piston ring compressor, assemble the cylinder over the piston so that the intake port is at

the bottom of the engine. Push the cylinder all the way on, catching the ring compressor as it is

pushed off.

NOTE

Before installing cylinder hold-down nuts, lubricate crankcase thru-stud threads with any

one ofthefollowing lubricants, or combination oflubricants

I. 90%SAESOWengine oilandlO%STP.

2. Parker ThreadLube.

3. 60% SAE 30 engine oil and 40% Parker Thread Lube.

(5) Assemble hold-down plates (where applicable) and cylinder base hold-down nuts and tighten as

directed in the following steps.

NOTE

Ar any time a cylinder is replaced, it is necessary to retorque the thru-studs on the cylinderon the opposite side ofthe engine.

(a) (Engines using hold-down plates) Install shims between cylinder base hold-down plates and

cylinder barrel, as directed in Figure 5-3, and tighten ~z inch hold-down nuts to 300 in.-lbs.

(25 ft.-lbs.) torque, using the sequence shown in Figure 5-3.

5-7



(b) Remove shims, and using the same sequence, tighten the ~z inch cylinder base nuts to 600 in.-

Ibs. (50 ft.-lbs.) torque.

NOTE

Cylinder assemblies not using hold-down plate are tightened in the same manner as above

omitting the shims.

34" 34"

O O HOLD-DOWN

4 (O 0\ ´•1

HORIZONTAL CENTER

LINE OF ENGINE

"\c~

O C)

SHIM-4 REQ’D PER CYLINDER

(.010 IN. THICK 4 .50/.70 IN. WIDE)DURING INITIAL TIGHTENING, USE TWO SHIMS

BETWEEN EACH PLATE AND THE BARREL, LOCATED

AS SHOWN. REMOVE SHIMS BEFORE FINAL TIGHTENING.

Figure 5-3. Location of Shims Between Cylinder Barrel and

Hold-Down Plates (where applicable) and Sequence of TighteningCylinder Base Hold-Down Nuts

5-8


O-360AND ASSOCIATED MODELS MAINTENANCE PROCEDURES

(c) Tighten the ’/8 inch hold-down nuts to 300 in.-lbs. (25 ft.-lbs.) torque. Sequence of tighteningis optional.

(d) As a final check, hold the torque wrench on each nut for about five seconds. If the nut does

not turn, it may be presumed to be tightened to correct torque.

CAUTION

AFTER ALL CYLINDER BASE NUTS HA VE BEEN TIGHTENED,REMOYE ANYNICXS IN

THE CYLINDER FINS BYFILING OR BURRING.

(6) Install new shroud tube oil seals on both ends of shroud tube. Install shroud tube and lock in

place as required for type of cylinder.

(7) Assemble each push rod in its respective shroud tube, and assemble each rocker in its respectiveposition by placing rocker between bosses and sliding valve rocker shaft in place to retain rocker.

Before installing exhaust valve rocker, place rotator cap over end of exhaust valve stem.

(8) Be sure that the piston is at top center of compression stroke and that both valves are closed.

Check clearance between the valve stem tip ~and the valve rocker. In order to check this clearance,place the thumb of one hand on the valve rocker directly over the end of the push rod and pushdown so as to compress the hydraulic tappet spring. While holding the spring compressed, the

valve clearance should be between .028 and .080 inch. If clearance does not come within these

limits, remove the push rod and insert a longer or shorter push rod, as required, to correct

clearance.

NOTE

Inserting a longer push rod will decrease the valve clearance.

(9) Install intercylinder baffles, rocker box covers, intake pipes, rocker box drain tubes and exhaust

manifold.

5. GENERATOR OR ALTERNATOR DRIYE BELT TENSION.

Check the tension of a new belt 25 hours after installation. Refer to latest revision of Service Instruction

No. 1129 and latest revision of Service Letter No. L160 for methods of checking generator or alternator

drive belt tension.

6. TURBOCHARGER CONTROLS.

a. Density Controller The density controller is adjusted at the factory to maintain a predeterminedconstant for desired horsepower.

The density controller is set to the curve, see Figure 5-4, under the following conditions: Enginestabilized at operating conditions, full throttle with oil pressure at 80 psi 5 psi.

If it is suspected that the manifold pressure is not within limits, it may be checked to the curve.

EXAMPLE

Operating at the stated conditions with a compressor discharge temperature of 120"F, the

manifoldpressure should be 34. 8 in. Hg. ~t.3 in. Hg.

5-9

SECTONS LYCOMMG OPERATOR’S MANUAL

MAINTENANCE PROCEDURES 0-360 AND ASSOCIATED.MODELS

If the manifold pressure is found to be out of limits, the cause might be found either in the densitycontroller, the differential pressure controller, or the waste gate, It is recommended that an authorized

overhaul facility check these controls.

Exhaust Bypass Valve (TIO-360-A Series).

This valve is actuated by engine oil pressure and is set to predetermined open and closed clearances.

These clearances and the procedures for setting them are shown in Figure 5-5.

Exhaust Bypass Valve (TIO-360-CIA6D).

This valve is mechanically controlled by a flexible linkage connected to the injector throttle arm and the

wastegate control arm.

Adjust linkage as follows:

(1) Move injector throttle arm to full open position.

(2) Insert a .005-.015 inch feeler gage between the bypass butterfly valve, in the closed position, and

the bypass housing.

(3) Adjust linkage until the bypass valve control arm is at the full closed stop position.

5-10



0-13104

POWER CONTROL CHART 200 HP 2575 RPMENGINE MODEL TIG-360-A SERIES

TURBOCHARGER T-04

DENSITY CONTROL FULL THROTTLE SETTING LIMITS250

240

230

220

210

u, 200

180

0 170

160

150

140

130

120

110

100

33 34 35 36 37 38 39

MANIFOLD PRESSURE IN HG ABS

Figure 5-4. Density Control Full Throttle Setting Limits

ORIGINBb 5-11

As Received ByBTP

SECTION 5 LYCOMING ´•OPERATOR’S MANUAL


WITH 60 50 PSI PRESSURE IN CYLINDER

ADJUST CLOSED POSITION OF VALVE SOAFTER ADJUSTING CLOSED POSITION AND

THAT CLEARANCE ’B" IS .005 .020"WITH ’O" PRESSURE IN CYLINDER ADJUST

FULL OPEN STOP SCREW TO PROVIDE

.700 -.800 CLEARANCE RANGE OF’C"

O

~RIGINAbaecc?ived By

VALVE IS SPRING LOADED NORMALLY OPEN~TP

Figure 5-5. Exhaust Bypass Valve Open and Closed Setting

oz RETARDANGLES

;5"3r 20"\

;0~

Z tt~ Z-I-----~ .E. GAPANGLESr

CL9h~

RTL

Figure 5-6. Timing Marks on Rotating Magnet

5-12


0360 AND ASSOCIATED MODELS MAINTENANCE PROCEDURES

2u I Q

P

I 1 3

4 9~o

I

’P

Figure 5-7. Ignition Wiring Diagram, Dual Magneto

5-13


SECTION 6

TROUBLE-SHOOTING ENGINE

Page

Failure of Engine to Start............i´•´•´•............................................................................................................ 6-1

Failure of Engine to Idle Properly...........................................................................................................;.. 6-2

Low Power and Uneven Running............................................................................................................... 6-2

Failure of Engine to Develop Full Power................................................................................................... 6-3

RoUgh Engine ..............................................................................................................................i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•6-3

Low Oil Pressure.......................................;.................................................................................................. 6-3

Higb Oil 6-3

Excessive Oil Consumption......................................................................................................................... 6-4

TROUBLE-SHOOTING TURBOCHARGER

Excessive Noise or Vibration....................................................................................................................... 6-4

Engine Will Not Deliver Rated Power 6-4

Critical Altitude Lower Than Specified..................................................................................................... 6-5

Engine Surges or Smokes 6-6

High Deck Pressure...................................................................................................................................... 6-6


0-360 AND ASSOCIATED MODELS TROUBLE-SHOOTING

SECTION 6

TROUBLE-SPIOOTING

Experience has proven that the best method of trouble-shooting is to decide on the various causes of a

given trouble and then to eliminate causes one by one, beginning with the most probable. The followingcharts list some of the more common troubles, which may be encountered in maintaining engines and

turbochargers; their probable causes and remedies.

I. TROUBLE-SHOOTING ENGINE.

TROUBLE PROBABLE CAUSE REMEDY

Failure of Engine to Start Lack of fuel Check fuel system for leaks.

Fill fuel tank. Clean dirty lines,strainers, or fuel valves.

Overpriming Leave ignition "ofr’ and mixture

control in "Idle Cut-Off’, openthrottle and "unload" engine bycranking for a few seconds. Turn

ignition switch on and proceed to

start in a normal manner.

Defective spark plugs Clean and adjust or replace sparkplugs.

Defective ignition wire Check with electric tester, and

replace any defective wires.

Defective battery Replace with charged battery.

Improper operation of magneto Clean points. Check internal

breaker timing of magnetos.

Lack of sufficient fuel flow Disconnect fuel line and check

fuel flow.

Water in fuel injector or carb. Drain fuel injector or carburetor

and fuel lines.

Internal failure Check oil screens for metal

particles. If found, completeoverhaul of the engine may be

indicated.

6-1


TROUBLE-SHOOTING 0-360 AND ASSOCIATED MODELS


Failure of Engine to Idle Properly Incorrect idle mixture Adjust mixture.

Leak in the induction system Tighten all connections in the

induction system. Replace any

parts that are defective.

Incorrect idle mixture Adjust throttle stop to obtain

correct idle.

Uneven cylinder compression Check condition ofpiston ringsand valve seats.

Faulty ignition system Check entire ignition system.

Insufficient fuel pressure Adjust fuel pressure.

Low Power and Uneven Running Mixture too rich indicated by Readjustment of fuel injector or

sluggish engine operation, red carburetor by authorized

exhaust flame at night. Extreme personnel is indicated.

cases indicated by black smoke

from exhaust.

Mixture too lean indicated by Check fuel lines for dirt or other

overheating or backfiring restrictions. Readjustment of fuel

injector or carburetor by author-

ized personnel is indicated.

Leaks in induction system Tighten all connections. Replacedefective parts.

Defective spark plugs Clean and gap or replace sparkplugs.

Improper fuel Fill tank with fuel of recom-

mended grade.

Magneto breaker points not Clean points. Check internal

working properly timing ofmagnetos.

Defective ignition wire Check wire with electric tester.

Replace defective wire.

Defective spark plug terminal Replace connectors on spark plugconoectors wire.

6-2




Failure of Engine to Develop Leak in the induction system Tighten all connections and

Full Power replace defective parts.

Throttle lever out of adjustment Adjust throttle lever.

Improper fuel flow Check strainer, gage and flow at

the fuel inlet.

Restriction in air scoop Examine air scoop and remove

restrictions.

Improper fuel Drain and refill tank with

recommended fuel.

Faulty ignition Tighten all connections. Check

system with tester. Check

ignition timing.

Rough Engine Cracked engine mount Replace or repair mount.

Defective mounting bushings Install new mounting bushings.

6) Uneven compression Check compression.

Low Oil Pressure Insufficient oil Fill to proper level with

recommended oil.

Air lock or dirt in relief valve Remove and clean oil pressurerelief valve.

Leak in suction line or pressure Check gasket between accessoryline housing and crankcase.

High oil temperature See "High Oil Temperature" in

"Trouble" column.

Defective pressure gage Replace.

Stoppage in oil pump intake Check line for obstruction. Clean

passage suction strainer.

High Oil Temperature Insufficient air cooling Check air inlet and outlet for

deformation or obstruction.

Insufficient oil supply Fill to proper level with specifiedoil.

6-3




High Oil Temperature (Cont.) Low grade of oil Replace with oil conforming to

specifications.

Clogged oil lines or strainers Remove and clean oil strainers.

Excessive blow-by Usually caused by worn or stuck

rings.

Defective temperature gage Replace gage.

Excessive Oil Consumption Low grade of oil Fill tank with oil conforming to

specifications.

Failing or failed bearings Check sump for metal particles.

Worn piston rings Install new rings.

Incorrect installation ofpiston Install new rings.rings

Failure of rings to seat (new Use mineral base oil. Climb to

nitrided cylinders) cruise altitude at full power and

operate at 75% cruise power

setting until oil consumptionstabilizes.

2. TROUBLE-SHOOTING- TURBOCHARGER.


Excessive Noise or Vibration Improper bearing lubrication Supply required oil pressure.Clean or replace oil line; clean

oil strainer. Iftrouble persists,overhaul turbocharger.

Leak in engine intake or exhaust Tighten loose connections or

manifold replace manifold gaskets as

necessary.

Dirty impeller blades Disassemble and clean.

Engine Will Not Deliver Clogged manifold system Clear all ducting.Rated Power

Foreign material lodged in Disassemble and clean.

compressor impeller or turbine

6-4




EngineWillNotDeliver Excessive dirt build-up in Thoroughly clean compressoiRated Power (Cont.) compressor assembly. Service air cleaner and

check for leakage.

Rotating assembly bearing seizure Overhaul turbocharger.

Restrictions in return lines from Remove and clean lines.

actuator to waste gate controller

Exhaust bypass controller is i~ Have exhaust bypass controller

need ofadjustment adjusted.

Oil pressure too low Tighten fittings. Replace lines or

hoses. Increase oil pressure to

desired pressure.

Inlet orifice to actuator clogged Remove inlet line at actuator and

clean orifice.

Exhaust bypass controller Replace unit.

malfunction

closing inlet to actuator.

Exhaust bypass butterfly not Low pressure. Clogged orifice in

Butterfly shaft binding. Check

bearings.

Turbocharger impeller binding, Check bearings. Replacefrozen or fouling housing turbocharger.

Piston seal in actuator leaking. Remove and replace actuator or

(Usually accompanied by oil disassemble and replace packing.leakage at drain line.)

Critical Altitude Lower Than Controller not getting enough oil Check pump outlet pressure, oil

Specified pressure to close the waste gate filters, external lines for leaks or

obstructions.

Chips under metering valve in Replace controller.

controller holding it open

Metering jet in actuator plugged Remove actuator and clean jet.

Actuator piston seal failed and If there is oil leakage at actuator

leaking excessively drain, clean cylinder and replacepiston seal.

6-5




Critical Altitude Lows. Than Ulaust bypass valve sticking Clean and free action.

Specified (Cont.)

Engine Surges or Smokes Air in -oil lines dr actuator Bleed system.

Controller metering valve stem Replace controller.

seal leaking oil into manifold

Clogged breather Check breather for restrictions

to air flow.

NOTE

Smoke would be normal ifengine has idledfor aprolongedperiod.

High Deck Pressure-(Compressor Controller metering valve not Replace controller assembly or

Discharge Pressure) opening, aneroid bellows leaking replace aneroid bellows.

Exhaust bypass sticking closed Shut off valve in return line not

working.

Butterfly shaft binding. Check

bearings.

Replace bypass valve or correct

linkage binding.

Controller return line restricted Clean or replace line.

Oil pressure too high Check pressure 75 to 85 psi (80psi desired) at exhaust bypassactuator desired.

ifpressure on outlet side of

actuator is too high, have

exhaust bypass controller

adjusted.

Exhaust bypass actuator piston Remove and disassemble

locked in full closed position. actuator, check condition of

(Usually accompanied by oil piston and packing or replaceleakage at actuator drain line.) actuator assembly.NOTE: Exhaust bypass normallyclosed in idle and low powercondition. Should open when

actuator inlet line is disconnected.

Exhaust bypass controller Replace controller.

malfunction

6-6


SECTION 7

INSTALLATION AND STORAGE

Page

Preparation of Engine for Installation 7-1

General´•´•´•´•´•´•´•´•´•´•´•´•´•´•......................................................................................................................................... 7-~

Inspection of Engine Mounting 7-1

An~hing Engine fo Mount. 7-1

Oil and Fuel Line Connections 7-1

Propeller Installation..............................................................................i´•´•´•´•´•´•i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•i´•´•´•´•´•´•

7i2

Preparation of Carburetors and Fuel Injectors for Installation 7-2

Corrosion Prevention in Engines Installed in Inactive Aircraft.............................................................. 7-2


0-360 AND ASSOCIATED MODELS INSTALLATION AND STORAGE

SECTION 7

INSTALLATION AND STORAGE

I. PREPARATION OF ENGINE FOR INSTALLATION. Before installing an engine that has been preparedfor storage, remove all dehydt’ator plugs, bags of desiccant and preservative oil from the engine.Preservative oil can be removed by removing the bottom spark plugs and turning the crankshaft three or

four revolutions by hand. The preservative oil will then drain through the spark plug holes. Draining will be

facilitated if the engine is tilted from side to side during the above operation. Preservative oil which has

accumulated in the sump can be drained by removing the oil sump plug. Engines that hav~e been stored in a

cold place should be removed to an environment of at least 700F (210C) for a period of 24 hours before

preservative oil is drained from the cylinders. If this is not possible, heat the cylinders with heat lampsbefore attempting to drain the engine.

After the oil sump has been~ drained, the plug should be replaced and safety-wired. Fill the sump or

external tank with lubricating oil. The crankshaft should again be turned several revolutions to saturate the

interior of the engine with the clean:oil. When installing spark plugs, make sure that they are clean, if not,wash them in clean petroleum solvent. Of course, there will be a small amount of preservative oil remainingin the engine, but this can cause no harm. However, after twenty-five hours of operation, the lubricating oil

should be drained while the engine is hot. This will remove any residual preservative oil that may have been

present.

CAUTION

DO NOT ROTATE THE CRANKSHAFT OF AN ENGINE CONTAINING PRESERVATIVE

OIL BEFORE REMOVING THE SPARK´•PLUGS, BECAUSE IF THE CYLINDERS

CONTAIN ANY APPRECIABLE AMOUNT OF THE MLYTURE, THE RESULTING

ACTION, KNOWN AS HYDRAULICING, WILL CAUSE DAMAGE TO THE ENGINE.

ALSO, ANY CONTACT OF THE PRESERVATIVE OIL WITH PAINTED SURFACES

SHOULD BE A VOIDED.

General Should any of the dehydrator plugs, containing crystals of silica-gel or similar material, bebroken

during their term of storage or upon their removal from the engine, and ifany of the contents should fall into

the engine, that portion of the engine must be disassembled and thoroughly cleaned before using the engine.The oil strainers should be removed and cleaned in gasoline or some other hydrocarbon solvent. The fuel

drain screen located in the fuel inlet of the carburetor or fuel injector should also be removed and cleaned in

a hydrocarbon solvent. The operator should also note if any valves are sticking. If they are, this condition

can be eliminated by coating the valve stem generously with a mixture of gasoline ~and lubrication oil.

Inspection ofEngine Mounting If the aircraft is one from which an engine has been removed, make sure

that the engine mount is not bent or damaged by distortion or misalignment as this can produce abnormal

stresses with the engine.

Attaching Engine to Mounts See airframe manufacturer’s recommendations for method of mounting the

engine.

Oil and Fuel Line Connections The oil and fuel line connections are called out on the accompanyinginstallation drawings.

7-1


INSTALLATION AND STORAGE 0-360 AND ASSOCIATED MODELS

Propeller Installation CO"SUlt the airframe manufacturer for information relative to propeller installation.

I. PREPARA TION OF CARBURETORS AND FUEL INJECTORS FOR INSTALLATION.

Carburetors and fuel injectors that have been prepared for storage should undergo the followingprocedures before being placed in service.

Carburetor (U4-4-5, U4-4-5AA) Remove the fuel drain plug and drain preservative oil. Remove the fuel

inlet strainer assembly and clean in a hydrocarbon solvent. Reinstall the fuel drain plug and fuel inlet

strainer assembly.

Carburetor (PSH-SBD) Remove the fuel inlet strainer and all plugs~leading to the fuel chambers. Drain

preservative oil from the carburetor. Clean the fuel inlet strainer in a hydrocarbon solvent. Reinstall fuel

inlet strainer and replace all plugs.

Remove plug opposite the manual mixture control needle and drain any accumulated moisture from the air

chamber. Replace plug.

With the throttle lever in the wide open position and the manual mixture control in the full rich position,inject clean fuel through the fuel inlet connection at 5 gsi until clean fuel flows from the discharge nozzle.

CAUTION

DO NOTALLOW FUEL OR OIL TO ENTER INTO THE AIR CHAMBER.

Move the throttle lever to the closed position and the mixture control lever to the idle cut-off position.Because this carburetorhas a closed fuel system, it will remain full of fuel as long as the mixture control

lever is in the idle cut-off position.

NOTE

It is necessary that this carburetor soakfor an eight hour period before starting the engine.The soakingperiod may be performedprior to or aJier installation on the engine.

Fuel Injector (Bendix) Remove and clean the fuel inlet strainer assembly and reinstall. Inject clean fuel

into the fuel inlet connection with the fuel outlets uncapped until clean fuel flow from the outlets. Do not

exceed 15 psi inlet pressure.

CORROSION PREVENTION IN ENGINES INSTALLED IN INACTIVE AIRCRAFT

Corrosion can occur, especially in new or overhauled engines, on cylinder walls of engines that will be

inoperative for periods´•as brief as two days. Therefore, the following preservation procedure is

recommended for inactive engines and will be effective in minimizing the corrosion condition for a periodup to thirty days.

NOTE

Ground running the engine for briefperiods of time is not a substitute for the followingprocedure; in fact, the practice of ground running will tend to aggravate rather than

minimize this colirosion condition

7-2



a. As soon as possible after the engine is stopped, move the aircraft into the hangar, or other shelter

where the preservation process is to be performed.

b. Remove sufficierit cowling to gain access to the spark plugs and remove both spark plugs from each

cylinder.

c. Spray the interior of each cylinder with approximately two (2) ounces of corrosion preventive oil

while cranking the engine about five (5) revolutions with the starter. The spray gun nozzle may be

placed in either of the spark plug holes.

NOTE

Spraying should be accomplished using an airless spray gun (Spraying Systems Co.,

"Gunjet Model 24A-8395 or equivalent). In the event an airless spray gun is not available,

personnel should install a moisture trap in the air line ofa conventional spray gun and be

certain oil is hot at the nozzle before spraying cylinders.

d. With the crankshaft stationary, again spray each cylinder through the spark plug holes with

approximately two (2) ounces of corrosion preventive oil. Assemble spark plugs and do not turn

crankshaft after cylinders have been sprayed.

The corrosion preventive oil to be used in the foregoing procedure should conform to specification MIL-

L-6529, Type i, heated to 2000F/2200F (930C/1040C) spray nozzle temperature. It is not necessary to flush

preservative oil from the cylinder prior to flying the aircraft. The small quantity of oil coating the cylinderswill be expelled from the engine during the first few minutes of operation.

NOTE

Oils of the type mentioned are to be used in Lycoming aircraft engines for corrosion

prevention only, and not for lubrication. See the latest revision of Lycoming Service

Instruction No. 1014 and latest revision of Service Bulletin No. 318 for recommended

lubricating oil.

7-3



FUEL PRESSURE CONN. FUEL PRESSURE CONN. THROTTLE.4375-20 UNF 3 THD .125-27 NPSF OPEN

IDLE SPEEDFULL RICH

ADJUSTMENTIDLEMIXTURE a~ s3"ADJUSTMENT

THROTTLE 820 CUT OFFOSED 78"

THROTnECLOSED

76030’i LIDLECUTOFF

IDLE SPEED

680 ADJUSTMENTFUEL OUTLFT FULL RICH

oY .4375-20 UNFA THD

FUEL INLET

.5825-18 UNFA THD

THROTnE OPEN FUEL INLET .250-18 NPSFRSA-5ADI

IDLE MIXTUREL FUEL DRAIN MA-4-5

ADJUSTMENT

IDLE MIXTURE

ADJUSTMENT FUEL INLET

MIXTURE CONTROLTHROTTLECONTROL

IDLE SPEEDHAS

ADJUSTMENT

PIMER NOZZLE CONN..125-27 A NPT

THROTnETHROTTLE

CLOSEDOPEN I RETURN FUEL LINE

CONN. :125-27 NPT70"

FUEL INLET YRES~h ~p;g.‘)o‘

.250-18NPT

PSH-SBD FUELPRESSURE

IDLE CUT OFF CONN. .125-27 NPT

FULL RICH IDLE MIXTURE

ADJUSTMENT

Figure 7-1. Fuel Metering System

ORIGINAL7-4

Received ByATP

LYCOMMG OPERATOR’S MANUAL SECTION 7


GROUNDTERMINAL

O

OORIGINAL

GROUND

TERMINAL S4LN-21 S4LN-20 as Received ByRETARD TERMINAL ATP

GROUND8TERMINAL

S4LN-200 S4LN-204

RETARD TERMINAL

SWITCHTERMINAL

S4LN-1208 S4LN-1209

~R\ TERMINAL

SWITCH

S4LN-1227 S4LN-1209

TERMINAL

SWITCH

SLICK

4100 SERIES MAGNETO4200 SERIES MAGNETO

Figure 7-2. Magneto Connections

7-5



OIL TO COOLER .375-18 NPT

OIL FROM COOLER

.375-18 NPT

Y(~

SPECIAL TEMPERATU RE

CONNECTION

STANDARD TEMPERATURE

CONNECTION TO TAKE 011 TO COOLER .625-18 NF-3 FOR CONNECTING

MS28034-1 TEMPERATURE ´•FLARED TUBE COUPLING

BULB OR EQUIVALENTSTANDARD TEMPERATURE

OIL FROM COOLER .375-18 NPT --7 I CONNECTION TO TAKE

MS28034-1 TEMPERATUREBULBOREOUn/ALENT

MERMOSTATIC

OIL BY-PASS VALVEORIGINAL

R~i C3yb~lP

CAN BE ROTATED TO ANY

RADIAL POSITION

OIL TO COOLER .750-16NF-3~Bh

OIL TO COOLER37518 NPT CONNECTION

FOR CONNECTING FLARED

TUBE COUPLING

Figure 7-3. Optional Oil Cooler Connections

7-6

TACHOMETER CONN. OIITEMP. CONN.** O O

BREAIHER FITTING 1 rMOUNTING PAD FOR DUAL DRIVES

OIISC~EEN HSG. VACUUM PUMP PAD

**01LFROM00OLER7 rO11 PRESS. CAGE CORN. IS~*MAGNETO MAGNETO*

"Ko i /-011 FILLER PLUG O

011 LEVEL GAGE E!~:C"

00

b MANIFOLD PRESS.

CONN.

6/011 LINE TO PROPELLER

L~d **011 TO(WHERE APPLICABLE)

FUEL PUMP OUTLET-r"U"~ I I I I i) ~-AccEssoRv oil R~CURN

OIISUCTION SCREENVENT LINE CONN.

~c- 011 DRAIN

E~ 011 DRAIN I ~FUEL PUMP INLET

Fj LDIAPHRAGM TYPE FUEL PUMP

c~ (ALL MODELS U(CEPT A2E)

SEE FIG. 13 FOR OPTIONAL CONNECTIONS

SEE FIG. 1-2 FOR MAGNETO CONNECTIONS

ORIGINAL EAs Received By m

ATP

si~d,

i 8Z

TACHOMETER CONNECTION7 r

MOUNTING PAD FOR DUAL DRIVES

c(

OZ

VACUUM PUMP PADBREATHER FITTING

OIL PRESS. SCREEN HSG.’

OIL FROM COOLER rn

O1L TEMP. CONN.

RETARD TERMINAL OIL PR ESS.

O0/ m

GROUND TERMINAL

OIL FILLER

PLUG

OIL LEVELGAGEo~f

o ek~III______ 14 i$r-~ MANIFOLD

O 1 PRESS.CONN.

(k, O

MAGNETO PIPE

S4LJ-200 MAGN ETO TYPE rS4LN-204 OC~

C)

C TERMINAL iQB3lli I I 1314C1) OILTO COOLER

O GROUND

~d t~

C1 FUEL PUMP PADcn ce~

80mOIL ORAEI ~i

ACCESSORY OIL RETURN1 O

SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS

oe

As Re@eiuedR\emAVP

Or

TACHOMETER CONN. 7 r MOUNTING PADS FOR DUAL DRIVES

BREATHER FITTING’ VACUUM PUMP PAD

OIL PRESS. SCREEN HSG. OIL PRESS. GAGE CONN.

OIL FROM COOLER" OIL FILLER PLUG rn

MAGNETO*OIL LEVEL GAGE O

~MAONETO. $T:i mO

B8 m

c

a MANIFOLD

O~ ~u PRESS. CONN.

h LI r I 1 7\ r r\ OIL LINE TO

PROPELLERt~ OIL TEMP. CONN.

FUEL PUMP OUTLET (I I I \II ACCESSORY OIL RETURN

O’L DRAIN Z PROP. GOV DRIVE PAD

j3 I t~ ~OIL DRAIN

OIL TO COOLERVENT LINE CONN.

h

OIL SUCTION SCREEN ‘FUEL PUMP INLET

SEE FIG. 7-2 FOR MAGNETO CONNECTIONS v!SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS O

ORIGINBL

As Receiveef By O z;o M~

ATP

o

BREATHER FITTING 1 I r MOUNTING PADS FOR DUAL DRIVES

TACHOMETER CONN. OIL TEMP. CONN.

OILPRESS. SCREEN HSG. "7 I I rVACUUM PUMP PAD

OIL FROM COOLER ""7 1 I OIL PRESS. GAGE CONN.

MAGNETO I OILTO COOLER

ES’ OIL FILLER PLUG

OIL LR/EL GAGE

Om

I~O Q

ill0)~ I ~I IY~

htE1 aoG,

aMANIFOLD O

9PRESS. CONN.

OFUEL PUMP PAD ACCESSORY OIL RETURN

O

OIL DRAIN ~FUEL DRAIN VALVES OIL SUCTION SCREEN .g ~F!

SEE FIG. 7-2 FOR MAGNETO CONNECTIONS O

SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS

ORIGINAL

As Received IByATP

Or

OIL TEMP. CONN. VACUUM PUMP PAD O O

TACHOMETER CONN.7 MOUNTING PAD FOR DUAL DRIVES

THERMOSTATIC BY-PASS VALVE I FUEL MANIFOLDS o

~ngOIL PRESS. GAGE CONN.

OILFROMBREATHER FITTING 7 OIL FILLER PLUG

OIL LEVEL GAGE

mOMAGNETO* -7 (O I ol I e~

I(IP

dO M

Y, r

o\ MANIFOLD

PRESS. CONN.

OILTO r ~t=bu I ’t MAGNETO’O\ COOLER"o

g 51r~ VENT LINE OIL LINE TO

gCONNECTION I I-c: PROPELLER

ACCESSORYOIL RETURN

OIL DRAINO

FUEL PUMP INLET I OIL DRAIN

FUEL DRAIN OIL SUCTION SCREEN

’SEE FIG. 7-2 FOR MAGNETO CONNECTIONS C)ORIGINBL SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS

As Received By ooz

ATP M~

ORIGINAL 5!~h, As Received BY B

BREATHER FITTING I r OIL TEMP. CONN.

ATP

BOIL PRESS SCREEN HSG. TACHOMETER CONN.

OIL FROM COOLER OIL PRESS. CONN.

VENT RETURN 7 rOIL TO COOLER

RETARD TERMINAL GROUND TERMINAL

GROUND TERMINAL OIL FILLER TUBE ANDO :i‘ O OIL LEVEL GAGE

o~

\1IF~ III

H6

I~MANIFOLD

a~ /hb~ PRESS. CONN.

OC OFUEL INLET OIL LINE TO G

PROPELLER C)ia

ACCESSORY ~OOIL RETURN

MIXTURECONTROL J 1 It, o O

OIL DRAIN a

OILDRAINMPOWER GAGE CONN. 1 r ’OIL SUCTION SCREEN

ISEE FIG. 7-3 FOR OPTIONAL CONNECTIONS

Or

FUEL MANIFOLD r TACHOMETER CONN.o\G,00

OILTEMP. CONN.’~ i r VACUUM PUMP PAD.

BREATHER FITTING MOUNTING PAD FOR DUAL DRIVES.

OIL PRESS SCREEN HSG. I I r OIL PRESS. GAGE CONN. ~5:O

aOIL FROM COOLER \I II )1 I GROUND TERMINAL

RETARD TERMINAL I O1L FILLER TU BE AND

b OIL LEVEL GAGE

a

o 1 11111~ 1~1 II M

I II~ I C~B Ie

PRESS. CONN.MANIFOLD

V1~ T\S~oOIL LINE TO

O PROPELLERGROUND TERMINAL

ACCESSORYtjd OIL RETURN

DIAPHRAGM FUEL

PUMP (B1B ONLY) \_ OIL TO COOLER

a VENT LINE CONN.J r /I ~OIL DRAIN

OIL SUCTION SCREEN

OIL DRAIN-/ FUEL PUMP INLET

THROTTLE CONTROL LEVER

SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS c3

aORIGINAL a

As Received By Fw ATP



**THERMOSTATIC OIL-BY PASS VALVE --1 ~--TACHOMETER CONN.

BREATHER FITTING--~ I i-- OIL TEMP. CONN**

FUEL MANIFOLD I OIL PRESS. GAGE CONN.

**O1L FROM COOLER-~ L, ~-MAGNETO*

*MAGNETO --7 MANIFOLD PRESS. CONN.

OIL LINE TOPROPELLER(10-360 ONLY)

OIL TO COOLER""

a ACCY. OIL RETURN

FUEL PUMP INLET

VENT LINE CONN.

MIXTURE CONTROL LEVERTHROTTLE LEVER

OIL SUCTION SCREENOIL DRAIN

FUEL DRAIN (2)

*SEE FIG. 7-2 FOR IWAGNETO CONNECTIONS

**SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS

Figure 7-11. Installation Drawing- I0360-C1A, -C1B, -D1A; HIO-360-C1A, -C1B

7-14



TACHOMETER CONN;

MOUNTING PAD FOR DUAL DRIVES

BREATHER FITTI

VACUUM PUMP PAD

*O1L FROM COOLER I I I ,OIL PRESS. SCREEN HSG.

OIL TEMP. CONN.

RETARD TERMINALMAGNETO TYPE

S4LN-200SWITCH

TERMINALS RETARD TERMINAL

OIL TO COOLER"

ACCESSORY OIL

RETURN

VENT LINE CONN.--/ NOZZLE PRESS.

GAGE CONN.

FUEL PUMP

OUTLET I FUELPUMP

INLETFUEL PRESS.

FUEL DRAIN (2) L OIL SUCTION

OIL DRAIN SCREEN

*SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS

Figure 7-12. Installation Drawing HIO-360-A1A

7-15

SECTION 7 LYCOMING OPERATOR’S MANUALINSTALLATION AND STORAGE 0-360 AND ASSOCIATED MODELS

ORLGINAL 0)As Received By

ATP

TACHOMETER CONNECTION rMOUNTING PAD DUAL DRIVE

BREATHING FITTING --7 1 ~-VACUUM PUMP PAD

*01L TEMPERATURE CONN;7 /-01L TO COOLER"

OIL PRESS. SCREEN HSG.7 I ~OIL PRESS GAGE CONN.

GNETO TYPE S4LN-200*O1L FROM COOLER

L FILLER PLUGMAGNETO TYPE S4LN-

OIL LEVEL GAGE

RETARD

TERMINAL Q~

MANIFOLD

PRESS. CONN.

SWITCHSWITCH

TERMINALTERMINAL

O ARD

TERMINAL

ACCY OIL RETURNDIAPHRAGM TYPEFUEL PUMP-BIA ONLY

VENT LINE CONN.FUELINLET

iFUELDRAIN VALVES ’-FUEL PRESS. CONN.

NOZZLE PRESS.

GAGE CONN.

OIL DRAIN OIL SUCTION SCREEN

*SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS

Figure 7-13. Installation Dmwing HIO-360-B 1A, -B1B i)7-16


SECTION 8

TABLES

Page

Table of Limits 8-1

Ground Run After Top Overhaul 8-2

Flight Test Alter Top Overha~l.................................................................................................................. 8-3

Full Throttle HP at Altitude........................................................................................................................ 8-4

Table of Speed.Equivalents 8-4

Centigrade Fahrenheit Conversion Table 8-5

Inch Fraction Conversions 8-6


0-360 AND ASSOCIATED MODELS TABLES

SECTION 8

TABLES

FOR TIGHTENING TORQUE RECOMMENDATIONS AND INFORMATION

CONCERNING TOLERANCES AND DIMENSIONS THAT MUST BE MAINTAINED

IN LYCOMING AIRCRAFT ENGINES, CONSULT THE LATEST EDITION OF

SPECIAL SERVICE PUBLICATION NO. SSP-1776.

CONSULT LATEST REVISION OF SERVICE INSTRUCTION NO. 1029 FOR

INFORMATION PERTINENT TO CORRECTLY INSTALLING CYLINDER

ASSEMBLY.

8-1

1~r

Zoo

FIXED WING ONLY

GROUND RUN AFTER TOP OVERHAUL Type Aircraft

OR CYLINDER CHANGE WITH NEW RING

Registration No.

(DO NOT USED AFTER MAJOR OVERHAUL)Aircraft No.

1. Avoid dusty location and loose stones.

2. Headaircraftintothe wind. Owner

3. All cowling should be in place, cowl flaps open.4. Accomplish ground run in full flat pitch. Engine Model SM

5. NeverexceeTd200"F. oiltemperature.6. If cylinder head temperature reach 400"F., shut down and allow engine Date

to cool before continuing.Run-Up By

GROUND RUN

Pressure Pressure Fuel Flow

Time RPM MAP L. oil R. oil L.cvl. I R.cvl. I L.oil R. oil L. fuel R. fuel L. carb. Rcarb. Amb. Air Left r

10 minSmii~ 10001200PI0min 1300

5 minSmin 150016005 min 1700

Smin 1800

Mag. Check Adjustment Required After Completion ofGround Run

OPower Check 1. Visually inspect engine(s)

2. IdleCheck

Idle Check

mpi

iOrGcCo\C~00

rnOFLIGHT TEST AFTER TOP OVERHAUL

OOR CYLINDER CHANGE WITH NEW RINGS

1. Testfly aircraftone hour. mO2. Use standard power for climb, and at least 75% power for cruise.

3. Make climb shallow and at good airspeed for cooling. $r"4. Record engine instrument readings during climb and cruise.

Tested by Mrdm

FLIGHT TEST RECORD

TemDerature I Pressure TemDerature I Fuel Flow

Time RPM MAP L. oil R. oil L.cvl. I R.cvl. I L.oil R. oil L. fuel R. fuel L. carb R. carb Amb. Air Left

Climb

Cruise

Adjustment Required After Flight After Test Flight.

i. Make careful visual inspection ofengine(s).2. Checkoillevel(s).3. If oil consumption is excessive, (see operator’s manual for limits),

remove spark plugs and check cylinder barrels for scoring.

MCI1

c r;noo

SECTIONS LYCOMING OPERATOR’S MANUAL

TABLES 0-360 AND ASSOCIATED MODELS

FULL THROTTLE HE AT ALTITUDE

(Normally Aspirated Engines)

Altitude S.L. Altitude S.L. Altitude S.L.

Ft. H.P. Ft. H.P. Ft. H.P.

0 100 10,000 70.8 19,500 49.1

500 98.5 11,000 68.3 20,000 48.0

1,000 96.8 12,000 65.8 20,500 47.6

2,000 93 .6 13’,000 63.4 21,000 46.0

2,500 92.0 14.000 61.0 21,500 45.2

3,000 90.5 Is,boo 58.7 22,000 44.0

4,000 87.5 16,000 56.5 22,500 43.3

5,000 84.6 17,000 54.3 23,000 42.2

6,000 81.7. 17,500 53.1 23,500 41.4

7,000 78.9 18,000 52.1 24,000 40.3

8,000 76.2 18,500 51.4 24,500 39.5

9,000 73.5 19,000 50.0 ss,aDo 38.5

TABLE OF SPEED EQUIVALENTS

Sec./Mi. M.P.H. Sec./Mi. M.P.H. Sec.Ni. M.P.H.

72.0 50 24.0 150 14.4 250

60.0 60 22.5 160 13.8 260

51.4 70 21.2 170 13.3 270

45.0 80 20.0 180 12.8 280

40,0 90 .18.9 190 12.4 290

36.0 100 18.0 200 12.0 300

32.7 110 17.1 210 11.6 310

30.0 120 16.4 220 11.2 320

27.7 130 15.6 230 10.9 330

25.7 140 15.0 240 10.6 340

8-4


0-360 AND ASSOCIATED MODELS TABLES

CENTIGRADE FAHRENHEIT CONVERSION TABLE

Example: To convert 20"C to Fahrenheit, find 20 in the center column headed (F-C); then read 68.O"F in

the column (F) to the right. To convert 20"F to Centigrade; find 20 in the center column and read ~.67"C in

the (C) column to the left.

C F-C F C F-C F

-56.7 -70 -94.0 104.44 220 428.0

-51.1 -60 -76.0 110.00 230 446.0

-45.6 -50 -58.0 115.56 240 464.4

-40.0 -40 -40.0 121.11 250 482.0

-34.0 -30 -22.0 126.67 260 500.0

-28.9 -20 -4.0 132.22 270 518.0

-23.3 -10 14.0 137.78 280 536.0

-17.8 0 32.0 143.33 290 554.0

-12.22 -10 50.0 148.89 300 572.0

-6.67 20 68.0 154.44 310 590.0

-1.11 30 86.0 160.00 320 608.0

4.44 40 104.0 165.56 330 626.0

10.00 50 122.0 171.11 340 644.0

15.56 60 140.0 176.67 350 662.0

21.11 70 158.0 182.22 360 680.0

26.67 80 176.0 187.78 370 698.0

32.22 90 194.0 193.33 380 716.0

37.78 100 212.0 198.89 390 734.0

43.33 110 230.0 1 204.44 400 752.0

48.89 120 248.0 210.00 410 770.0

54.44 130 266.0 215.56 420 788.0

60.00 140 284.0 221.11 430 806.0

65.56 150 302.0 226.67 440 824.0

71.00 160 320.0 232.22 450 842.0

76.67 170 338.0 1 237.78 460 860.0

82.22 180 356.0 243.33 470 878.0

87.78 190 374.0 248.89 480 896.0

93.33 200 392.0 254.44 490 914.0

98.89 210 410.0 260.00 500 932.0

8-5


TABLES 0360 AND ASSOCIATED MODELS

INCH FRACTIONS CONVERSIONS

Decimals, Area of Circles and Millimeters

Inch Decimal Area MM Inch Decimal Area MM

Fraction Equiv. Sq. In. Equiv. Fraction Equiv. Sq. In. Equiv.

1/64 .0156 .0002 .397 112 .5 1964 12.700

1/32 .0312 .0008 .794 17/32 .5312 .2217 13.494

3/64 .0469 .0017 1.191 35/64 .5469 .2349 13.891

1/16 .0625 .0031 1.587 9/16 .5625 .2485 14.288

3/32 .0937 .0069 2.381 19/32 .5937 .2769 15.081

7/64 .1094 .0094 2.778 39/64 .6094 .2916 15.478

1/8 .125 .0123 3.175 5/8 .625 .3068 15.875

5/32 .1562 .0192 3.969 21/32 .6562 .3382 16.669

11/64 .1719 .0232 4.366 43/64 .6719 .3545 17.065

3/16 .1875 .0276 4.762 11/16 .6875 .3712 17.462

7/32 .2187 .0376 5.556 23/32 .7187 .4057 18.256

15/64 .2344 .0431 5.593 47/64 .7344 .4235 18.653

1/4 .25 .0491 6.350 3/4 .75 .4418 19.050

9/32 .2812 .0621 7.144 25/32 .7812 .4794 19.844

19/64 .2969 .0692 7.540 51/64 .7969 .4987 20.241

5/16 .3125 .0767 7.937 13/16 .8125 .5185 20.637

11/32 .3437 .0928 8.731 27/32 .8437 .5591 21.431

23/64 .3594 .1014 9.128 55/64 .8594 .5800 21.828

3/8 .375 .1105 9.525 7/8 .875 .6013 22.225

13/32 .4062 .1296 10.319 29/32 .9062 .6450 23.019

27/64 .4219 .1398 10.716 59/64 .9219 .6675 23.416

7/16 .4375 .1503 11.112 15/16 .9375 .6903 23.812

15/32 .4687 .1725 11.906 31/32 .9687 .7371 24.606

31/64 .4844 1842 12.303 63/64 .9844 .7610 25.003

8-6

172sp lycoming

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